Remsen-Lake Placid Travel Corridor Unit Management Plan · 2013-06-07 · REMSEN-LAKE PLACID TRAVEL CORRIDOR FINAL MANAGEMENT PLAN / ENVIRONMENTAL IMPACT STATEMENT MARCH, 1996 PRINCIPAL

REMSEN-LAKE PLACID TRAVEL CORRIDOR

FINAL MANAGEMENT PLAN /

ENVIRONMENTAL IMPACT STATEMENT

MARCH, 1996

PRINCIPAL AUTHORS:

Richard T. FentonDavid V. Gray

NYSDEC - Division of Lands and Forests

TASK FORCE LEADERS:

Thomas B. Wolfe - Chief;Bureau of Preserve, Prot. and Mgt.Division of Lands and ForestsNYSDEC

Donald A. BakerDirector

Freight Transportation DivisionNYSDOT

NYSDEC STAFF CONTRIBUTORS:

Carol S. BunnR. Dennis FaulknhamBrian J. FinlaysonPaul T. HartmannW. Garry Ives - Ret.Robert S. McKinleyCharles O. Nevin - Ret.Albert SchiavoneEdward S. Smith

NYSDOT STAFF CONTRIBUTORS:

Stephen R. SlavickBruce A. Blackie - Ret.

Dennison P. CottrellJoseph C. Davidson Jr.

Jeffrey D. EnglishRobert L. GwinDaniel T. Kelly

Frank A. MaggiolinoJohn L. Ryan

Benjamin S. Zodikoff - Ret.

APA STAFF CONTRIBUTORS:

James W. Hotaling, Charles W. Scrafford

REGIONAL DIRECTORS: Thomas E. Brown - NYSDEC - Region 6Stuart Buchanan - NYSDEC - Region 5

Alan N. Bloom - NYSDOT - Region 2

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James F. Carrigan - NYSDOT - Region 7Richard A. Maitino - NYSDOT - Region 1

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SNOW JUNCTION...circa 1992...The Beginning

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TABLE OF CONTENTS

CITIZEN ADVISORY COMMITTEE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix

MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . x

REMSEN-LAKE PLACID CORRIDOR MANAGEMENT PLAN SUMMARY . . . . . . . . . xi

REMSEN-LAKE PLACID CORRIDOR MANAGEMENT PLAN/EIS

I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

II. DESCRIPTION OF THE CORRIDOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

III. HISTORY OF THE CORRIDOR

A. NY CENTRAL RAILROAD COMPANY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

B. THE ADIRONDACK RAILWAY CORPORATION . . . . . . . . . . . . . . . . . . . . . 7C. FURTHER RAILROAD ATTEMPTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9D. BEAVER ACTIVITY - A CONTINUING CONCERN . . . . . . . . . . . . . . . . . . 10E. FIRE HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

IV. CITIZEN PARTICIPATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

V. DESCRIPTION OF MANAGEMENT PROPOSED (PROPOSED ACTION)

A. PROJECT PURPOSE AND NEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15B. DESCRIPTION OF THE PROPOSED ACTION . . . . . . . . . . . . . . . . . . . . . . 15C. IMPLEMENTATION STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28D. POTENTIAL FUNDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32E. OWNERSHIP AND CONTROL OF THE CORRIDOR . . . . . . . . . . . . . . . . 34F. EXISTING FACILITIES MAINTENANCE

AND REHABILITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35G. FACILITIES DEVELOPMENT AND REMOVAL . . . . . . . . . . . . . . . . . . . . . 37H. PUBLIC USE MANAGEMENT AND CONTROLS . . . . . . . . . . . . . . . . . . . . 40I. FISH AND WILDLIFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

J. WILD, SCENIC AND RECREATIONAL RIVERS . . . . . . . . . . . . . . . . . . . . 45K. FIRE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

L. ADMINISTRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 M. STAFFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 N. FOREST PRESERVE INTERPRETATION AND

PUBLIC EDUCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47O. LAND TITLES AND/OR SURVEYS NEEDED . . . . . . . . . . . . . . . . . . . . . . . . 48P. LAND ACQUISITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

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Q. SLMP TECHNICAL AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

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VI. ENVIRONMENTAL SETTING (INVENTORY OF NATURALRESOURCES AND FACILITIES)

A. NATURAL RESOURCES1. Physical

a. Geology and Soils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50b. Terrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50c. Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51d. Wetlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

2. Biologicala. Vegetation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53b. Wildlife . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54c. Fisheries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55d. Endangered and Threatened Species,

Species of Special Concern, andOther Unique Species . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

e. Significant Habitats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 573. Unique Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

B. MAN-MADE FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58C. PUBLIC RECREATIONAL AND

INTERPRETIVE OPPORTUNITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58D. TRANSPORTATION LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62E. LAND USE AND ZONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62F. COMMUNITY SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

G. ECONOMIC PROFILES OF CORRIDOR COUNTIES . . . . . . . . . . . . . . . . 661. CULTURAL RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

VII. PUBLIC USE OF AREA

A. CORRIDOR RECREATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77B. SNOWMOBILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77C. ADIRONDACK RAILWAY PRESERVATION SOCIETY . . . . . . . . . . . . . . . 78D. EXPERIENCE OF THE

ADIRONDACK CENTENNIAL RAILROAD . . . . . . . . . . . . . . . . . . . . . . . . 80E. TRESPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83F. CURRENT MANAGEMENT, MAINTENANCE AND

USE OF THE CORRIDOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83G. SUMMARY OF ADIRONDACK RAILROAD TOURISM POTENTIAL . . 87

VIII. SIGNIFICANT ENVIRONMENTAL, SOCIAL AND ECONOMIC IMPACTS

A. BENEFICIAL IMPACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88B. ADVERSE IMPACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

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IX. MITIGATION MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

X. CUMULATIVE IMPACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

XI. UNAVOIDABLE ADVERSE IMPACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106XII. IRREVERSIBLE AND IRRETRIEVABLE

COMMITMENT OF RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

XIII. GROWTH INDUCING ASPECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

XIV. EFFECTS ON THE USE ANDCONSERVATION OF ENERGY RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

XV. CORRIDOR MANAGEMENT ALTERNATIVES

A. MANAGEMENT CONSTRAINTS AND ISSUES . . . . . . . . . . . . . . . . . . . . 110B. PUBLIC SUPPORT FOR ALTERNATIVES . . . . . . . . . . . . . . . . . . . . . . . . . 113C. ALTERNATIVE TRAVEL CORRIDORS AND

CORRIDOR TRAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116D. DESCRIPTION AND ANALYSIS OF

CORRIDOR MANAGEMENT ALTERNATIVES . . . . . . . . . . . . . . . . . . . . 118

XVI. GLOSSARY OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

XVII. BIBLIOGRAPHY AND REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

XVIII. APPENDICES

1. 1982 Adirondack RR Corridor BeaverSite Inventory Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

2. SAF Forest Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1603. Adirondack Railway 1976 Service and

Development Proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1644. Summary of 1981 DOT Offer - Request For Proposals

For New Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1655. Summary of Adirondack North Country

Association (ANCA) Railroad FeasibilityStudy and Business Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

6. Consolidated Structure Inventory Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1687. Active Permit Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1758. Chronological Listing of CAC Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1769. Use Compatibility Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17710. Shoreline Ownership and Access Characteristics

of Ponded Waters Situated Within One-Quarter Mile of the Remsen-Lake Placid Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180

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11. Wild, Scenic and Recreational Rivers Nearthe Remsen-Lake Placid Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182

12. Access Characteristics of Navigable StreamsCrossing the Remsen-Lake Placid Corridor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

13. New York State Breeding Bird Atlas - BreedingBirds of the Remsen-Lake Placid Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184

14. Corridor Closure Statistics - 1992 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18815. Corridor Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19016. Adirondacks Snowmobile Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20017. Adirondack Centennial Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20118. Ada Rondax Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20619. Comparison of Corridor Management Alternatives . . . . . . . . . . . . . . . . . . . . . . . . 20720. Survey of Tourist Railroads/ Rail Museums -

Use of Volunteer Workers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21121. Adirondack Railroad Tourism Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21222. Corridor Rail Service Options - Economics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21723. Northwest Engineering Inc. Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22324. F.S.I. Economic Study Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22625. RLPCMP/EIS Assessment of

Public Comment on the Draft Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23426. Remsen-Lake Placid Travel Corridor

Public Use Control Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23927. National Register of Historic Places

Registration Form - Description of Property . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24028. Remsen-Lake Placid Corridor Mileages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254

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WITH DUE RECOGNITION OF THE MEMBERS OF THE

REMSEN-LAKE PLACID TRAVEL CORRIDOR CITIZEN ADVISORY COMMITTEE

Dan Bogdan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Country Railroad AssociationSally Bogdanovich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Association for Protection of AdirondacksBetty H. Bradley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Lawrence CountyAndrew Cabal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Empire State Passengers AssociationJames Cooper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Mountain ClubHenry Cosselman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York State Conservation CouncilJim Couthant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utica Chamber of CommerceDavid Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Railway Preservation SocietyClifford R. Donaldson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Franklin CountyTony Goodwin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Ski Touring CouncilRobert D. Hall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central Adirondack AssociationJohn Hosley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hamilton CountyJeff Johnson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York Snowmobile Coordinating GroupMark Kavouksorian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IndividualHoward Kirschenbaum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Architectural HeritageDon McIntyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Essex CountyJames McKenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lake Placid Visitors BureauRaymond A. Meier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oneida County ExecutivePer Moberg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sierra Club - Atlantic ChapterDan Palm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack North Country AssociationJennifer Potter-Hayes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Landowners AssociationGary Randorf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack CouncilRoy Rosenbarker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Conservation CouncilRonald Soltys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Herkimer CountyJonona Young . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beaver River Property Association

In Memory of...

Harris Dexter, Founding Member of the Adirondack Railway Preservation SocietyWho Passed Away on September 8, 1995

And

John Albert, New York Snowmobile Coordinating Group...Who Passed Away on March 23, 1995

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This is a Map

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REMSEN-LAKE PLACID TRAVEL CORRIDOR

FINAL MANAGEMENT PLAN /

ENVIRONMENTAL IMPACT STATEMENT

SUMMARY

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I. INTRODUCTION

The Remsen-Lake Placid Travel Corridor is a railroad right-of-way approximately 119 miles longand generally 100 feet wide. Constructed in 1892 by William Seward Webb, the line was operatedcontinuously by the New York Central Railroad, and then the Penn Central Railroad, until freightservice ceased in 1972. In 1974, the Corridor was purchased by New York State. In 1977,the State leased the line to the Adirondack Railway Corporation. After the bankruptcy of the lessee,and following a long period of litigation, the State acquired the remainder of the lease in 1991.

Later in 1991, an Interdepartmental Task Force (or planning team) composed of representativesof the New York State Department of Transportation (DOT), the New York State Departmentof Environmental Conservation (DEC) and the Adirondack Park Agency (APA) was formed todevelop a management plan for the 119-mile Remsen-Lake Placid Corridor. Three public forumswere held in October of that year to assess public opinion regarding the Corridor's future. Morethan five hundred individuals attended the forums and nearly one hundred of them gave spokencomments. The written and spoken comments were overwhelmingly in support of:

! Resumption of full rail service between Remsen and Lake Placid.! Recreational use of the Corridor, particularly by snowmobiles.

Following the forums, the Commissioners of DOT and DEC appointed a twenty-four memberCitizen Advisory Committee (CAC) to consult with the Task Force in the development of the plan.Membership of the CAC included representatives of each of the counties crossed by the Corridor,members of the business community, landowners, sportsmen, environmentalists, railroad interestsand recreationists.

The Planning Team completed the Draft Remsen-Lake Placid Corridor Management Plan/EISin consultation with the Citizen Advisory Committee in September, 1994. Following public review,the Final Plan was completed in September of 1995.

II. MANAGEMENT ALTERNATIVES CHOSEN FOR ANALYSIS

After several meetings with the CAC, the Task Force identified six alternatives which representthe full range of feasible options for the use and management of the Corridor.

1. DISMANTLE THE CORRIDOR2. MAINTAIN THE INTEGRITY OF THE CORRIDOR, CONDUCT NO

MAINTENANCE, ALLOW NO PUBLIC USE3. MAINTAIN THE INTEGRITY OF THE CORRIDOR, CONDUCT MINIMAL

MAINTENANCE, ALLOW PUBLIC USE BY SHORT-TERM PERMITONLY

4. OPEN THE ENTIRE LENGTH OF THE CORRIDOR TO COMPATIBLERECREATIONAL TRAIL USES, ALLOW NO RAIL USES

5. DIVIDE THE CORRIDOR INTO RAIL/TRAIL AND TRAIL-ONLYSEGMENTS

-|- SUMMARY -|-

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6. PERMIT RAIL USES OVER THE ENTIRE LENGTH OF THE CORRIDOR,ENCOURAGE COMPATIBLE RECREATIONAL TRAIL USES

III. MANAGEMENT ISSUES

The following issue questions were developed to highlight the areas of concern which could affector be affected by the disposition and management of the Corridor. The issues were addressedas part of the analysis of the management alternatives which led to the selection of the preferredalternative.

! How much public support would the alternative have?! Would passenger and freight rail service on the Corridor be economically feasible?! Would the alternative represent the form of Corridor management which would confer the

greatest benefits to the Corridor region and the State?! Would the economic and social benefits of the plan outweigh the associated environmental

impacts?! What would be the best method of implementing the alternative?

IV. DESCRIPTION OF THE MANAGEMENT ALTERNATIVE PROPOSED FORADOPTION

The process of analyzing the six management alternatives resulted in the selection of Alternative# 6 as the preferred alternative which reflects public comment and the opinions expressed by themembers of the CAC.

The major features of the alternative are:

!! THE TITLE TO CORRIDOR LANDS WILL REMAIN WITH THE STATE. THECORRIDOR WILL RETAIN ITS "TRAVEL CORRIDOR" CLASSIFICATION.

!! RAIL TRACKAGE WILL REMAIN IN PLACE OVER THE ENTIRE 119 MILELENGTH OF THE CORRIDOR DURING A RAIL MARKETING PERIOD.THE RAILS ON THE CORRIDOR WILL NOT BE REMOVED PRIOR TOREVISION OF THIS MANAGEMENT PLAN/EIS.

!! PRIVATE ENTERPRISE WILL BE PROVIDED THE OPPORTUNITY TODEVELOP TOURIST EXCURSION, PASSENGER, AND FREIGHT RAILSERVICES ALONG THE ENTIRE LENGTH OF THE CORRIDOR. RAILDEVELOPMENT WILL LARGELY DEPEND UPON PRIVATELY SECUREDFUNDING SOURCES BECAUSE, ALTHOUGH THERE ARE POTENTIAL PUBLICSOURCES, GOVERNMENT FUNDING AVAILABILITY CAN NOT BEGUARANTEED.

!! DEC WILL PURSUE THE MAXIMUM DEGREE OF RECREATIONAL TRAILDEVELOPMENT ON THE CORRIDOR, INCLUDING HIKING, BICYCLE,

-|- REMSEN-LAKE PLACID CORRIDOR MANAGEMENT PLAN/EIS -|-

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AND SNOWMOBILE TRAILS, WHICH IS COMPATIBLE WITH RAIL USESAND HARMONIOUS WITH THE ENVIRONMENT. STEPS WILL BE TAKENTO DETER TRESPASS ON ADJACENT PRIVATE LAND AND TO MINIMIZEMISUSE OF THE CORRIDOR.

On those Corridor segments temporarily not required for rail services, recreational trail usescould be accommodated within the rail bed. Minor construction projects, such as installingdeck planking and safety rails on railroad bridges, could be undertaken to increase the suitabilityof available Corridor segments for trail purposes and to ensure the safety of trail users.

On segments occupied by rail services, parallel recreational trails could be constructed withinthe boundaries of the Corridor property, but safely separated from the rail bed. Trails couldbe developed on segments of the Corridor to be used as links to local or regional trail systemsoutside the Corridor. However, because the Corridor is flanked in some areas by extensivewetlands and in others by rugged topography, the potential for the development of a continuousparallel trail within the Corridor is severely limited.

DOT and DEC will pursue rail development on the Corridor by making a request for proposalsfrom private companies and organizations. In order to attract the level of investment required,the State will assure potential rail developers of its intention to enter into long-term agreementswith rail developers whose proposals were approved. At the end of the rail marketing period,Corridor segments not included in rail proposals approved by the State will be committedto trail development. In effect, alternative 5 would be implemented. In the event that noviable rail service proposals were received during the marketing period, the State wouldimplement alternative 4. No rails will be removed without revision of the Management Plan/EIS.It is recommended that alternatives 3, 2, or 1 not be implemented under any circumstances.

V. POTENTIALLY SIGNIFICANT ENVIRONMENTAL, SOCIAL AND ECONOMICIMPACTS

In order to allow the full range and magnitude of the environmental, social and economic impactswhich could result from the adoption of the preferred alternative to be assessed, the descriptionsof the impacts given below reflect the assumption that the alternative is fully implemented.

A. Beneficial Impacts

1. Environmental

a. Restoration of rail services on the Corridor will afford a great interpretiveopportunity useful in constituency building for the Forest Preserve concept.A train has the ability to show an otherwise remote area of the Adirondacksto large numbers of people without the environmental impacts usually associated

-|- SUMMARY -|-

xix

with those numbers. As demonstrated by the Adirondack Centennial Railroad(now the Adirondack Scenic Railroad) at Thendara, (see Section VII.D.) theinterpretive value of the Remsen-Lake Placid Corridor should not be overlooked.The tourist line near Old Forge has revealed Adirondack beauty along the MiddleBranch of the scenic Moose River to over 200,000 people without any impacton that picturesque 4 1/2 mile section. A short on-board narrative has educatedthe passengers about the history and value of the Adirondack Park.

b. A minor reduction in the level of public use and associated impacts in otherareas of the Forest Preserve as new areas of the Preserve are made accessiblefrom the Corridor.

2. Social and Economic

Adoption of the plan will provide an opportunity for:

a. A significant expansion of the regional economy.b. A substantial increase in rail-and trail-based recreational and educational opportu-

nity.c. The preservation of the Corridor as an important historic resource.d. The development of new public transportation and freight services.e. Substantial revenue to State agencies in proportion to the degree of Corridor

development.f. A significant improvement in safety conditions on the Corridor and an associated

reduction in the liability exposure of State agencies.g. The improved utilization of a public resource.

B. Adverse Impacts

1. Environmental

Adoption of the plan could lead to:

a. Minor pollution of surface waters related to Corridor construction and mainte-nance and waste water discharges from trains.

b. A minor disturbance of wetlands related to parallel trail construction and Corridormaintenance.

c. The removal of a substantial amount of vegetation related to Corridor constructionand maintenance activities.

d. Minor negative effects on fish and wildlife populations related to Corridor con-struction and maintenance activities, and corridor uses.

e. A substantial increase in highway use and traffic congestion in communities wheretrain stations or trailheads are located.


xx

f. A moderate increase in the public use of neighboring Forest Preserve lands.g. A moderate increase in the need for law enforcement, fire protection and search

and rescue services.h. The potential creation of significant safety hazards.i. A moderate increase in noise levels in areas surrounding the Corridor.j. A minor increase in the visual impact of the Corridor on surrounding areas.



a. A moderate increase in the likelihood of trespass onto neighboring private lands.b. Moderate new costs to State agencies and taxpayers associated with Corridor

management.

VI. MITIGATION MEASURES PROPOSED

In order to eliminate or minimize the effects of adverse impacts related to the implementation ofthe preferred alternative, a number of measures will be taken, as summarized below.

A. Environmental Impacts

1. Water Quality and Sedimentation

a. Filter fabric, silt fences and hay bales will be installed where necessary to minimizesedimentation.

b. The problem of repeated damming of culverts by beaver will be addressed.c. The Corridor will receive regular monitoring and maintenance.d. All trains with sanitary facilities will be required to have self-contained systems.e. Rail operators will be required to prevent discharge of petroleum and other

pollutants.f. Public education and the proper location of facilities will minimize water pollution

related to hiking and camping use.

2. Disturbance of Wetlands

Parallel trail construction will not involve the placement of fill in wetlands. Herbicideswill not be applied in or near wetlands.

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xxi

3. The Removal of Vegetation

a. Vegetation existing within the Corridor right-of-way will be retained, and whereappropriate new vegetation will be established, in visually sensitive areas.

b. On Corridor segments where the rail bed will be used only for recreationaltrail purposes, vegetation will only be removed in a swath of the minimum widthnecessary.

4. Effects on Fish and Wildlife Populations

a. Appropriate measures will be taken to protect fish and wildlife habitat duringCorridor construction and maintenance activities.

b. In order to allow wildlife to move freely, fencing will be erected only wherenecessary for public safety.

5. Localized Increases in Highway Use and Traffic Congestion

a. Adequate parking capacity will be provided at all train stations and trailheads.b. Appropriate traffic control devices will be installed and facilities constructed.

6. Increased Use of Adjacent Forest Preserve Lands

a. The locations of Corridor trailheads, trail linkages and train flagstops(predetermined locations other than existing stations where backcountry userscould board a train) will be carefully selected.

b. Corridor management will harmonize with unit management plans for adjacentForest Preserve lands.

7. Increased Need for Law Enforcement, Fire Protection and Search and Rescue Services

a. The need for law enforcement services will be minimized through the postingof informational signs and educational outreach.

b. Fire potential will be reduced by: (a) removing vegetation on rail segments;(b) enforcing laws and regulations pertaining to railroad fire safety; and (c) edu-cating Corridor maintenance crews and the public.

c. The need for search and rescue services will be minimized by: (a) educatingtrail users; (b) providing trail maps; and (c) marking intersecting roads and trails.


xxii

8. Safety Hazards

a. Rail operations will conform with the safety regulations of the Federal RailroadAdministration.

b. Parallel trails will be safely separated from the rail bed. Fencing will be erectedwhere needed to assure safety. The safety of canoeists will be considered whenfencing or other means of separating use are implemented. Provision for safecrossing by water, or appropriate space when necessary to portage, must beintegrated into general safety concerns.

c. Educational efforts will be made.d. The danger of collision between snowmobiles will be minimized by providing

a trail surface of adequate width, by clearing sufficient vegetation from the trailto provide adequate sight distances and by posting speed limits.

e. Safety rails will be installed on railroad bridges open to trail uses.

9. Noise Impacts

a. Rail developers will be required to conform with Federal regulations aboutlocomotive noise and will only sound horns when required.

b. New York State law regarding noise emissions from snowmobiles will be en-forced. Snowmobiles and therefore the sources of snowmobile noise, will largelybe confined within the Corridor.

10. Visual Impacts

a. Vegetation within the Corridor right-of-way will be retained and tree screenswill be planted in visually sensitive areas.

b. The Corridor's historic appearance will be preserved in all construction andmaintenance activities.

c. Rail developers will be required to keep the Corridor free of construction anddemolition debris.

B. Social and Economic Impacts

1. Increased Likelihood of Trespass onto Adjacent Private Lands

a. Informational signs will be posted and educational outreach will be conducted.b. The locations of Corridor trailheads, trail linkages and train flagstops will be

carefully selected.c. Law enforcement presence and monitoring counts of use and trespass will be

increased.

-|- SUMMARY -|-

xxiii

2. New Costs

a. Although appropriate funding levels will be a function of the Legislative process,State costs related to rail development will be minimized by largely relying uponprivate enterprise to fund Corridor rail rehabilitation and development projects.Revenues will be realized as a condition of agreements with rail developers.

b. The costs to the State of trail construction and maintenance will be reducedthrough partnerships with private trail organizations and volunteer assistance.

c. The costs to State agencies related to increased enforcement, fire protectionand search and rescue services will be minimized through the measures listedin VI.A.7. above.

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REMSEN-LAKE PLACID TRAVEL CORRIDORMANAGEMENT PLAN / ENVIRONMENTAL IMPACT STATEMENT

I. INTRODUCTION

A. THE FOLLOWING INTRODUCTION PRECEDED THE DRAFT REMSEN-LAKEPLACID CORRIDOR MANAGEMENT PLAN/EIS (SEPTEMBER, 1994.)

The Remsen-Lake Placid Corridor is classified in the Adirondack Park State Land MasterPlan (APSLMP) as a Travel Corridor. Although Forest Preserve unit management plansare not mandatory for this classification, a joint decision was made by former CommissionersThomas Jorling, Department of Environmental Conservation (NYSDEC), and Franklin White,Department of Transportation (NYSDOT.) In light of the unusual circumstances of thisTravel Corridor, because of the desirability of public input and in recognition of the Corridor'simportance as a State land resource within the Adirondack region, it seemed judicious toprepare a management plan. The Commissioners directed an inter-agency planning teamto accomplish that goal. The planning team was formed in late 1991. They held their firstmeeting at the DEC sub-office in Herkimer on October 18 of that year. A second meetingoccurred in Herkimer on December 18. These meetings generated some early accomplishmentsincluding the formation of a Citizen Advisory Committee (CAC.) (See page ix., SectionIV., and Appendices 8. and 25.)

This "Remsen-Lake Placid Travel Corridor Management Plan/Environmental Impact Statement"contains natural resource, cultural and public use inventories; historical data and descriptionsof proposed management options and actions. The unique character and complex resourcestructure of this unusual property requires a document of management direction entailingState Environmental Quality Review (SEQR) compliance. Ultimately, this document willguide the basic management of the Corridor for the ensuing five year period. It is not all-encompassing, rather its purpose is to set the parameters for future management of the Corridor.The plan is conceptual and the details of implementation will be contained in the lease agreementwith any future developer. It is intended that this plan will give guidelines specific enoughto direct the future public bid process and any agreement resulting from it. During the planningprocess and the ensuing public bid period, public input and possibly a committee of CACmembers will be involved with the planning team in setting standards such as developmentsequences and time frames. The details will be worked out in the public bid process.

In late 1991, the Remsen-Lake Placid Corridor planning team rode the rails in a NYSDOThigh rail van to view the subject of the management plan they had been charged to complete.The tour underscored the seriousness of the Corridor's degeneration and the great expenseneeded to restore it. It also instilled in the team members the realization that one thing iscertain. Whether the travel corridor ultimately becomes a railroad, a recreational corridor,or a combination of both, the right-of-way of the old Adirondack Railroad is a valuable asset


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to the People of the State of New York. Like the Adirondack Park of which it is a part,the Remsen-Lake Placid Corridor is a treasure most worthy of proper management.

The following pages reflect the stewardship to attain that end...

B. ADDENDUM TO THE INTRODUCTION...FINAL REMSEN-LAKE PLACIDCORRIDOR MANAGEMENT PLAN/EIS

During the public review period for the Remsen-Lake Placid Corridor Draft ManagementPlan/EIS many issues were raised, (see Appendix 25) some a reiteration of points broughtup by the Citizen Advisory Committee. These matters were resolved by the interagencyPlanning Team as reflected throughout this Final Remsen-Lake Placid Corridor ManagementPlan/EIS as follows;

! Funding Sources

One issue regarded the Draft Plan's failure to fully consider public funding sources.ISTEA's application to historic railroads has been included in the final plan as wellas the option to pursue any other applicable public funding that is legislated. Theavailability of funds will also determine the level of State effort to manage and maintainthe Corridor, including the implementation of activities required to carry out the policiesstated in this management plan. (See page 33.)

! Removing the Rails

The final plan has been adjusted to indicate that the rails on the Corridor will not beremoved within the five year period covered by the initial Remsen-Lake Placid CorridorManagement Plan. At the time of five-year revision, the planning process will be re-opened. Revision to the Remsen-Lake Placid Corridor Management Plan/EIS willbe considered and drafted with public involvement before any decision is made toremove the rails. If no rail proposals are received during the period of this plan, emphasisthereafter will lean heavily on recreational proposals. The viability, or preferably theactuality, of an operating northern tourist rail operation will, of course, have an impacton final retention of the rails. (See page 31.)

! Snowmobiles in the Central Section

Motorized use of the central section of the Corridor was opposed by some respondentsdue to the Forest Preserve classification of those State lands adjacent to that partof the Corridor, as Wilderness, Primitive or Canoe areas. There were also concernsabout protecting adjacent private land from trespass. Additional consideration ofthese issues is reflected on pages 40 and 104.

-|- INTRODUCTION -|-

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! Rail Connection with Utica, N.Y.

The NYS Departments of Transportation and Environmental Conservation realizethat the City of Utica and Union Station provide connection with the Mohawk,Adirondack & Northern Railroad, NYS Thruway, Conrail, Amtrak, AdirondackTrailways, Greyhound Bus Lines and Utica Transit Authority. Many statements duringthe recent public review period for this management plan indicated that the Corridorcould be the largest economic development tool that the City of Utica and the MohawkValley area of Oneida County have seen in many years. Comments were also maderelative to the creation of jobs, economic growth, the preservation of history, andaccess to the beauty of the Adirondack Region. The Planning Team feels that thesecomments have merit, but their viability will best be proven by the request for proposalsprocess. The trackage between Snow Junction and Utica is not in State ownershipand although the owners thereof have indicated a cooperative spirit and interest inthe restoration of rail service on the Corridor, the details of a documented understandingseem inappropriate for this management plan. Prospective developers are certainlyencouraged to include viable specifics for a Utica-Remsen connection in a corridordevelopment proposal to the State. The merits of these specifics will be consideredalong with the rest of the proposal to the ultimate end of selecting an operator. Thatprocess is the first phase of implementation for Alternative Six of the Remsen-LakePlacid Corridor Final Management Plan/EIS.

! Warning Devices

An attempt was made to clarify the language relative to safety at Corridor crossings.This is addressed in the Safety Hazards Section on page 101.

! Responsibility for Past Facility Alterations

During the CAC and public hearing process for the Draft Plan, a number of commentswere received that took issue with the Plan for not defining the parties responsiblefor correcting past alterations to rail facilities. This information can be found on page36.

! Bicycle Tourism

The lack of sufficient emphasis in the document regarding recreational bicycling wasraised during public review of the Draft Plan. This cited rapidly expanding family-oriented outdoor recreational activity is further addressed in this Final ManagementPlan/EIS on pages 16, 28, 59 and 77.


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WOODGATE STATION...circa 1992

! Winter Rail Use

There were objections to the Draft's exclusion of winter rail use. Clarification of thisissue is addressed on pages 17 and 30.

- Page 5 -

II. DESCRIPTION OF THE CORRIDOR

The Remsen-Lake Placid Travel Corridor is a dormant railroad right-of-way in northern NewYork State. Formerly owned and operated by the New York Central Railroad, then the PennCentral Railroad, the property is now owned by the State of New York.

The Travel Corridor is approximately 119 miles long, generally 100 feet wide and extends fromSnow Junction near Remsen northeasterly to Lake Placid. The Corridor traverses the followingsix counties and ten towns:

Oneida - Remsen and Forestport Herkimer - Webb Hamilton - Long Lake St. Lawrence - Piercefield and Colton Franklin - Altamont, Santa Clara and Harrietstown Essex - North Elba

The old railroad right-of-way parallels two major State highways at the southern and northern endsof the property. Part of the southerly portion generally parallels NYS Route 28 for 29 miles betweenRemsen and Thendara. To the north, it somewhat parallels NYS Route 86 between Saranac Lakeand Lake Placid.

Proceeding from south to north, the travel corridor is found on the following U.S.G.S. topographicmaps. All are new 7.5-by-15 minute metric maps, except for those indicated by asterisks, whichare the older 7.5-minute series.

Remsen (*) Wolf Mountain (*)Forestport (*) Little Tupper LakeMcKeever PiercefieldThendara Tupper LakeOld Forge Upper Saranac LakeEagle Bay Saranac LakeBeaver River Lake Placid

The APSLMP classifies the Remsen-Lake Placid Corridor as a "travel corridor" under the jurisdictionof the New York State Department of Transportation. A travel corridor is defined in that documentas "that strip of land constituting the roadbed and right-of-way for state and interstate highwaysin the Adirondack Park, the Remsen to Lake Placid railroad right-of-way and those statelands immediately adjacent to and visible from these facilities."

About 38 percent of the length of the Corridor is flanked on at least one side by State Forest Preservelands. These lands are significant because they are decreed "forever wild" by the New York StateConstitution and natural processes are allowed to take place with minimal disturbance. From OldForge to Tupper Lake, the route passes through some of the most remote territory in New York


- Page 6 -

FORESTPORT STATION...circa 1992

State. It forms part of the bounds of the Pigeon Lake and Five Ponds Wilderness Areas. It traversesthe Lake Lila and Hitchins Pond Primitive Areas and forms the southern border of the St. RegisCanoe Area. The remaining areas of Forest Preserve which adjoin the route are in the "wild forest"classification. These Forest Preserve units are the Black River, Fulton Chain, Independence Riverand Saranac Lakes Wild Forests. Each land classification (wilderness, primitive, wild forest, etc.)is defined and described in the APSLMP.

The rail corridor between Remsen and Lake Placid is characterized by moderate curves and typicallymodest railroad grades of from 1 to 1 1/2 percent. The right-of-way generally features densevegetation approaching and in some cases, invading the rail bed.

Although 87 percent of the line is within the Adirondack Park, only a total of roughly 46 miles isbordered by State Forest Preserve land. A majority of the Corridor lies on private, remote andphysically inaccessible land holdings. Access to most of the line is prohibited through posting bypaper companies, private fish and game clubs, and the owners of large estates. Considering therugged nature of the area, it is not surprising to find a low human population density. The exceptionsof course, are a few hamlets including most of the largest centers of population within the AdirondackPark; Old Forge, Saranac Lake, and Tupper Lake.

- Page 7 -

III. HISTORY OF THE CORRIDOR

In the interest of brevity, the fascinating history of the Remsen-Lake Placid Corridor will not becovered in any great detail within this report. The bibliography lists some of the many excellentbooks on the Adirondacks and its historical railroads.

A. NY CENTRAL RAILROAD COMPANY

In the early 1890's, a wealthy businessman by the name of William Seward Webb financeda railroad into the Adirondack wilderness. His interest was honed as he bought land forhis Nahasane Park and envisioned the value of a rail line running northerly through theAdirondacks from Herkimer. When he was refused a right-of-way by the State, he boughtland himself for the route and financed construction of the first main transportation routein the mountains. Construction on the Adirondack Division began in 1890 with service beginningin 1892. Scheduled passenger service was terminated by New York Central in 1965. The1968 merger of the New York Central and the Pennsylvania Railroad created Penn Central.Under Penn Central's ownership, freight service was continued with decreasing frequencyuntil 1972 when this also stopped.

In 1974, the Department of Transportation acquired the Remsen-Lake Placid rail line fromPenn Central in order to preserve the right-of-way until the best use could be determined.Through 1974 and 1975, that Department worked with other State agencies, local governmentsand citizens groups to explore the feasibility of various uses of the rail line. An AdvisoryCommittee recommended in late 1975 that the line be restored for rail service. This recommen-dation was based on three major points: (1) a study by the Technical Assistance Centerat the State University at Plattsburgh that showed that the line could be operated profitably;(2) studies that showed that operation of the line would bring $6.5 million annually in localbenefits; and (3) a DOT estimate of $3.7 million for track rehabilitation. The Departmentaccepted the Advisory Committee's recommendation on the condition that State funds wouldnot be used for the rehabilitation work.

B. THE ADIRONDACK RAILWAY CORPORATION

Throughout 1976, the Department of Transportation worked with the Advisory Committeeand three regional economic development districts to secure funding and to find an operator.At the same time, the Adirondack Railway Corporation (ARC) was formed and, in conjunctionwith local interests, began preparing a proposal to rehabilitate and operate the line. Initialinquiries about funding received negative responses from State and Federal agencies. However,conversations continued with the Federal Economic Development Administration (EDA)which eventually agreed to receive an application.

DOT then sent letters to several shortline railroads offering the line for development andsoliciting proposals. Very few responses were received and none of the ensuing conversation


- Page 8 -

proved fruitful. The only group interested in pursuing the project continued to be the Adiron-dack Railway Corporation.

At the end of 1976, ARC presented a proposal to rehabilitate and operate the line. It calledfor the operation of charter, excursion and scheduled passenger trains, as well as freightservice on an as needed basis. It was estimated that a profit would be realized in the secondyear of operation. The proposal also projected rehabilitation costs of $1.75 million for thesame work the State had estimated at $3.7 million. ARC and Technical Assistance Centerdefended the lower cost estimate on grounds of lower local labor and material costs. (SeeAppendix 3.)

Throughout 1977, the State went through the required steps to secure EDA funds for therehabilitation work and negotiated with the Adirondack Railway Corporation for both rehabilita-tion and operation of the line. In November 1977, an agreement was signed formally withARC and six months later EDA approval was received. The EDA grant provided $1.645million which the State matched with $105,000 in rail bond funds.

The 18 month delay between the time the Adirondack Railway Corporation made its estimateof rehabilitation costs and the time that work actually began provided a period of time foradditional deterioration to occur. In several places, new washouts appeared and the damageat old ones increased in severity. Two miles of ties and rail were stolen.

A trackwork program was instituted which would permit passenger service between Uticaand Lake Placid during the 1980 Winter Olympics. This involved additional work not originallycontemplated, so an additional $850,000 in State funds was obligated. Operation beganin November, 1979.

The railroad however, shortly began to experience financial problems. Continued operationswere jeopardized by safety problems which were then forcing the railroad to face an impendingshutdown by Federal and State rail safety officials. Accordingly, the State agreed to provideanother $100,000 to correct these safety deficiencies so that ARC could continue to operate.In spite of this support, the railroad continued to experience derailments and in late summerof 1980, operations between Utica and Lake Placid were ordered suspended. Limitedoperations were permitted during the fall foliage season between Tupper Lake and LakePlacid, but these ceased in November of 1980.

Following a thorough examination of the company's business practices and project reportingsystems and a determination that it could not complete scheduled rehabilitation within budget,the State cancelled ARC's lease in February of 1981. On April 1 of the same year, thecompany filed for bankruptcy in Federal court in Utica, N.Y.

-|- HISTORY OF THE CORRIDOR -|-

- Page 9 -

C. FURTHER RAILROAD ATTEMPTS

In the spring of 1981, DOT made plans to find a new operator for the line. It was estimatedthat it would cost $3.1 million to complete the rehabilitation work and an application wasmade to EDA for supplemental funding in that amount. It was rejected. In April 1981, requestsfor proposals to complete the rehabilitation work and operate the line were sent out to almost40 railroads and individuals. (See Appendix 4.) While there was a certain amount of initialinterest, only two incomplete proposals were received by the July 31st deadline.

Since no operator had been found, the State decided to salvage the track materials on theline and use them elsewhere in the State's extensive rail program. The jurisdiction over theproperty was to be transferred to the Department of Environmental Conservation.

In late 1981, Transportation Commissioner Hennessy agreed to delay salvage operationsuntil April 1982, to provide opportunity for interested groups to show reasonable progresstowards a viable proposal. It was made clear that no further State funding would be availablethrough DOT. That Department had already invested $1,055,000 in the property's rehabilita-tion. No group met the deadline of April 1st and it was subsequently extended to October1, 1982.

During this period, DOT reviewed preliminary information with a group called AdirondackRails. On October 1st, 1982, a proposal was received from Adirondack Rails, Inc. callingfor the phased rehabilitation and operation of various parts of the line for freight and passengerservice.

As viewed by DOT, the proposal contained several major flaws.

1. Revenue from railroad operations were overstated and corresponding operating costswere underestimated, leading to a distorted financial picture. The projected five yearaccumulated loss of $700,000 appeared too low.

2. Adirondack Rails proposed to do the rehabilitation work, which the DOT estimatedat $3.2 million, for substantially less money.

3. The railroad suggested using depreciation as a way of generating tax losses to attractpotential investors, even though the ownership of the assets would rest with others.

4. The proposal showed no commitment on the part of others to contribute to the com-pany's $6 million capital requirement and suggested that the State contribute to thatrequirement.


- Page 10 -

For the period April 1981 to February 1991, control of the line's lease was the subject ofa protracted litigation. Finally, the State Departments of Transportation and EnvironmentalConservation regained control of the railroad when the State was the successful bidder atthe auction of the line's lease and when court settlements were concluded. During 1990the Adirondack North Country Association (ANCA) commissioned Northwest Engineering,Inc. to conduct a railroad feasibility study and prepare a business plan for the rail line. Thisstudy concluded that approximately $30 million would be required to implement a full programof rail service restoration. This figure included improvements to Union Station in Utica andthe purchase of the Utica-Lyons Falls line. According to the study, the rehabilitation of therail bed between Remsen and Lake Placid would cost about $17 million. (See Appendix5.)

D. BEAVER ACTIVITY - A CONTINUING CONCERN

Without question, this corridor crosses some of the best beaver habitat existing in northernNew York State. Historically, beaver have always occurred in the area, but they were nearlyextirpated in the late 1800's. With reintroduction and conservation practices, the harvestingof beaver has been allowed for the past six decades. Reported harvest figures from trappersin counties and towns throughout the State have been maintained since 1965. Analysis of1975-76 to 1979-80 harvest for the six counties and ten towns indicates a stable and inmost cases, increasing population (See Appendix 1). The assumption is made that harvestis an indicator of population trend. It is impossible to determine the number of beaver annuallyremoved by trapping along this line.

Beaver activity along the Corridor has resulted in flooding of the Corridor that if left unattendedcould result in the destruction of the Corridor's earthworks with detrimental effects to theenvironment, particularly fish habitat. Beaver trapping is regulated by DEC permit. BothDEC and APA have developed alternatives to trapping as a means of beaver control. Thesemethods involve creative solutions that allow controlled levels of flooding when not destructiveto adjacent land use. These methods, when successful, can reduce maintenance efforts.The APA regulates activities in wet lands.

During its long existence prior to the recent litigation hiatus, the Corridor has required a varietyof annual maintenance activities. One of these activities has involved the removal of beaverstructures (dams and lodges) or in some cases, removal of the animals themselves. Dependingon railroad ownership and operations, one or more individuals have handled problemsassociated from the activity of beaver. There are places where beaver have existed in closeproximity to the railroad bed without causing conflict or damage. For more than two decades,Wildlife Unit personnel from Regions 5 and 6 have provided temporary remedial action atnumerous points along the line where beaver have caused serious damage.

-|- HISTORY OF THE CORRIDOR -|-

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References to a "1982 Adirondack Railroad Corridor Beaver Site Inventory Project" anda 1975 report entitled "Adirondack Branch P.C.R.R. Remsen to Lake Placid-Beaver ControlAssistance D.E.C. Region 6 in Cooperation with D.O.T." can be found in Appendix 1.

E. FIRE HISTORY

The fire history along the Adirondack Division is both extensive and colorful. During theearly 1900's, railroads were deemed to be the major cause of forest fires in the Adirondacks.In 1903 and 1908, forest fires caused by sparks from passing locomotives destroyed a totalof 830,000 acres in the State with the greatest majority of this acreage being in the AdirondackMountains. The New York Central and Hudson River Railroad, the company that ran theRemsen-Lake Placid Corridor at the time, contributed to the problem. The largest fire alongthe line occurred in September of 1908 at Sabattis, or Long Lake West. This fire burnedfrom Robinwood to Horseshoe along both sides of the tracks. It consumed an estimated28,000 acres of pine forest and logging slash and totally destroyed the hamlet of Long LakeWest. Foundations and charred timbers were all that remained of the doomed settlementwhich consisted of a railroad station, a store, a schoolhouse, Low's electric powerhouse,two blacksmith shops, an icehouse, the Moynihan house and office and a half-dozen cottages.The fires in both '03 and '08 spread rapidly due to extremely dry conditions and a proliferationof slash left behind by poor logging practices. Transportation and communications wereso poor and labor was so scarce that fire control efforts during that period were reactiverather than proactive. Efforts were often limited to protecting buildings and other improvementsrather than attempting to control and extinguish large fires.

In 1912, the legislature created the New York State Forest Ranger force, doing away withthe cumbersome system of fire wardens and fire patrolmen which was funded by the individualtowns. This new fire control organization included six locomotive inspectors to deal withrailroad matters.

Since railroads were considered the major cause of forest fires, most of the fire preventionlegislation passed related to railroads and railroad caused fires. The legislation requiredrailroads to take a number of safety measures which continue to be standard operatingprocedure for modern railroads. Such measures include equipment and right-of-wayinspections, fire patrols and right-of-way clearing. The law also established the fact thatany fire occurring on the ROW was prima facie evidence that the fire was caused by therailroad company. Many thousands of dollars have been collected over the years from variouscompanies to cover fire suppression costs. This is still a valid tool used by DEC forest rangersto recover suppression costs from railroad companies.

The laws enacted were designed to deal with steam locomotion as that was the method ofthe day. With the reintroduction of steam locomotives on "recreational" railways, these lawsare still valid and applicable. Many are misguided by the notion that once steam was replaced


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by diesel power, the fire problems would automatically disappear. This is far from the truth.While steam engines had problems relating to ash pans, front ends and spark arresters, dieselsentered the scene with a number of problems unique unto themselves. Hot carbon, wheelslippage, hot brake shoes and the operation of large trains on rights-of-way designed formuch smaller ones all contribute to present day fire problems.

Treatment of the rights-of-way was dealt with annually to reduce the number of forest fires.Unless exempted by the Conservation Commission and later the Conservation Department,railroads were required to clear the right-of-way of all brush and other debris and to eitherburn or deposit it at a distance of 25' beyond the edge of the such right-of-way. In someinstances, the right-of-way was actually burned to eliminate flammable materials. The lastrecorded occasion of such a practice was in 1964 on the Carthage Division.

Railroad fire patrols were also a requirement. The Department mandated such patrols onthe Adirondack Division up until the time when all service was discontinued. Fire patrolpersonnel in either a speeder or a high-railed vehicle followed the train at a reasonable distancein order to detect and extinguish fires caused by the train. These patrols were generallylimited to periods of high fire danger in the spring and again in the fall. If extreme conditionsoccurred during the summer months, a patrol could be required then as well.

The last fire patrol on the Adirondack Division was operated by the Adirondack RailwayCorporation in the spring of 1980. Reports at that time indicated that the patrol extinguishedno less than a dozen fires caused either by equipment problems or the indiscriminate disposalof smoking materials. DEC Forest Rangers and local fire departments responded to fivefires that year which were caused by Adirondack Railway Corporation trains betweenForestport and Beaver River Station. Inspections of the right-of-way by DEC personnelrevealed that at least three other fires had occurred between Beaver River and Sabattis Station.These fires went undetected and burned themselves out. The last fire to occur on the right-of-way was on September 25, 1992.

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IV. CITIZEN PARTICIPATION

A. BACKGROUND

Former Governor Cuomo, in assigning the task of developing a plan for the Remsen-LakePlacid Corridor to DOT and DEC, was assured of public involvement in the plan's development.

B. PUBLIC MEETINGS

DOT and DEC approached this assignment in a comprehensive manner. Before any workplans were developed, three public scoping meetings were held to ask the public what theyfelt were appropriate uses of the railroad corridor.

A total of five hundred individuals attended the three meetings held in Saranac Lake, OldForge and Utica in October 1991. Ninety people stepped to the rostrum to share theirsuggestions for the Corridor's use with the audience.

C. TASK FORCE

A technical task force of DOT and DEC staff was assembled to develop the plan. Individualsrepresent various talents and expertise, as well as the various DOT and DEC offices havingjurisdiction over the Corridor. The task force has met once or twice each month as neededto keep the planning process on schedule.

D. CITIZEN ADVISORY COMMITTEE

The Commissioners of DOT and DEC appointed a twenty-four member Citizen AdvisoryCommittee to work with the task force in developing a plan. Members to the committeeinclude representatives of each county through which the rail line runs, local officials, thebusiness community, landowners, hunting and fishing advocates, railroad interests, recreationistsand environmentalists. (See Page ix.)

The committee has worked directly with the planning team as the plan took shape. By providingdirect input to the writers on a step-by-step basis, all the various interests represented bythe CAC members could be expressed and considered. The opinions of committee memberson the issues being discussed provided important guidance in the plan's development. (SeeAppendix 8.)

Following the first meeting, held on January 7, 1992 at the Adirondack Museum in BlueMountain Lake, N.Y, the advisory committee met nearly every month. An orientation ofthe Corridor for committee members was provided, including a narrated slide program, avideo and a photolog.


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McKEEVER STATION...Circa 1992

The First Draft Remsen-Lake Placid Corridor Management Plan/EIS was presented to theCitizen Advisory Committee at their Seventh Meeting with the planning team in Utica N.Y.on October 14, 1993. Comments were duly noted and appropriate changes to the documentwere effected. The Final Draft Plan incorporating the work of the Committee was completedand available for distribution for public review and comment in September, 1994. Publichearings on the draft plan were held in Lake Placid, Old Forge and Utica, NY. Considerationsand input from the hearings were prepared following the public meetings and incorporatedinto the Final Remsen-Lake Placid Corridor Management Plan/EIS, then distributed to theCAC and others. The Final Plan was presented to Governor George E. Pataki and wasreviewed and released by the Governor in September of 1995. In November of the sameyear, the Adirondack Park Agency determined the plan to be in compliance with the guidelinesand criteria of the Adirondack Park State Land Master Plan. The Remsen-Lake PlacidCorridor Management Plan/EIS was then approved and adopted by the Commissionersof the Departments of Transportation and Environmental Conservation.

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V. DESCRIPTION OF MANAGEMENT PROPOSED (PROPOSEDACTION)

A. PROJECT PURPOSE AND NEED

Because of its continuity and length, its land classification, its historical significance and thesetting in which it is located, the Remsen-Lake Placid Corridor is a unique State land resource.Clearly, there is a need to provide for its proper management. As public land, the Corridorshould be managed to yield the greatest benefit for the people of the Corridor region andthe State. Although the Corridor had not been active as a railroad for many years beforethe running of the Adirondack Centennial Railroad in 1992, there has been continuous publicsupport for the position that the restoration of rail services would bring recreational andeconomic benefits to the communities in the Corridor region. In addition, outdoor recreationadvocates have pointed out the potential importance of the Corridor as a long-distancerecreational trail. Now that the Corridor is no longer encumbered by the long process oflitigation which was recently concluded, this management plan is being prepared in orderto determine what disposition of Corridor lands, and what types of Corridor uses, will bestserve the public interest.

The preferred alternative, which has been selected as the culmination of the planning processto date, has been identified as the choice that will most fully realize the goal of securing thegreatest number of public benefits while minimizing environmental impacts. The positivefeatures of the preferred alternative, along with its potential negative affects, and the measureswhich will be taken to mitigate them, are described in detail in the sections following thedescription of the proposed action.

B. DESCRIPTION OF THE PROPOSED ACTION

1. Physical

The Corridor will be retained in its present uninterrupted form from Remsen to LakePlacid. It will keep its "travel corridor" classification under the APSLMP.

In accordance with the proposed action, the Corridor will be developed and maintainedunder the following guidelines:

a. Rail trackage will remain in place over the entire 119-mile length of the Corridor.b. Trackage will be rehabilitated as necessary to meet rail service operating

requirements over time. The rehabilitation and maintenance of trackage willconform to applicable Federal Railroad Administration safety standards.Rehabilitation will proceed in phases, at a rate to be specified in a lease agreementbetween the State and the rail developer.


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c. On Corridor segments active for rail service operations and important forrecreational uses, a recreational trail will be constructed within the boundariesof the Corridor property. An example will be the section of Corridor betweenSaranac Lake and Lake Placid, recreationally important as a bike path to alleviatebicycling on a high congestion highway. Recreational trails are important astourism attractions. The development of multi-use trails, including bicycle andwalking paths, is especially suited to the tourism climate in the North Country.NYSDEC's Open Space Plan and NYS Office of Parks, Recreation and HistoricPreservation's Statewide Plan both cite the Corridor as among New York State'smost significant trailways for public access and transportation.

In addition to the economic costs, the environmental impacts which would becaused by the construction of trails over wetland areas are considered to beexcessive. Therefore, parallel trails will not be constructed where long trailsegments will have to span wetlands. As a consequence, because the Corridoris flanked by many extensive wetlands, as well as areas of rugged topography,the potential for the development of an unbroken parallel trail within the Corridoris severely limited. Nevertheless, it will be possible to develop parallel trailson strategic segments of the Corridor to link with local or regional trail systemsoutside the Corridor. To aid in the development of the Corridor's trail potential,additional collaborative planning and promotional activities are needed in theform of a public/private partnership between NYSDEC, Olympic RegionalDevelopment Authority (ORDA), APA, NYSOPRHP and regional and localplanners, ANCA, ARPS and the tourism industry. The rate of implementationof the trail component of the Corridor management plan will be tied to thedevelopment of rail services.

d. On segments where parallel trails are constructed, rail and trail uses will besafely separated. Where the trail and the rail bed can not be separated by adistance sufficient to assure the safety of trail users, the trail will be separatedfrom the rails by fences or differences in elevation.

e. On those Corridor segments temporarily not required for rail service operations,recreational trail uses could be accommodated within the rail bed. Minorconstruction projects, such as installing deck planking and safety rails on railroadbridges, will be undertaken to increase the suitability of available Corridorsegments for trail purposes and to ensure the safety of trail users. All constructionprojects will be subject to review by the Office of Parks, Recreation and HistoricPreservation.

-|- DESCRIPTION OF MANAGEMENT PROPOSED -|-

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2. Operational

The Corridor will be managed to provide a wide range of benefits to the public andthe Corridor region from rail services and recreational uses, consistent with all safetyrequirements for those uses and the following direction:

a. The rail developer will enter into a lease agreement with the State. b. Rail services could include scheduled passenger, freight, and tourist excursion

services.

c. It would not be realistic to expect that rail service operations would occupythe full length of the Corridor immediately. Instead, a phased developmentsequence, most likely beginning with small-scale tourist excursion services onthe Thendara and Lake Placid segments, will be encouraged. Rail serviceswill be required to expand to a point of full Corridor utilization in accordancewith a sequence of performance standards to be specified in the lease agreement.The schedule of Corridor development progress will be established in recognitionof the fact that the amount of capital available for investment in trackagerehabilitation will depend upon the profitability of initial operations and the levelsof funding forthcoming from various sources.

d. Over the entire length of the Corridor, approved rail use will supersederecreational trail use on the rail bed, subject to the next statement (e.). Trailuse on the rail bed will be encouraged, but only on those Corridor segmentsor during those seasons when trains were not running.

e. While rail use of the Corridor will receive high priority in Corridor managementdecisions, recreational trail use will also be recognized as an important Corridormanagement goal. On segments of the Corridor temporarily unoccupied byrail services and where parallel trails have not been constructed, trail uses allowedon the rail bed will become established over time. Therefore, the review ofall rail use proposals will involve an analysis of the proposal's importance infurthering the full development of the Corridor's rail potential in light of its impacton recreational trail uses occupying the rail bed. Some rail proposals couldbe denied as a result of such an analysis. An example would be a proposalfor winter rail use which would entail one or two train trips per week, providingthat this scenario would represent minor economic or interpretive benefit ascompared with that to be gained from a full length snowmobile trail. This wouldnot be considered a sufficient cause to eliminate the use of the Corridor as asnowmobile trail. On the other hand, rail use that increased economic gainto localities and furthered winter recreational opportunities, would be considereda priority. An example of this would be "ski/snowmobile" trains, of sufficient


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frequency, that would transport recreationists to established off-corridoropportunities.

f. Parallel recreational trail construction and use within the Corridor property willbe coordinated with existing and planned off-Corridor trail systems. Ideally,local governments, snowmobile and/or hiking clubs, etc. will actively participatein order to more effectively maintain the Corridor and enforce applicableregulations. On segments where the construction of a parallel trail within theCorridor is not feasible because of extensive wetlands or rugged terrain,appropriate trail routes on adjacent Forest Preserve lands and trail easementson adjacent private lands will be pursued. Any proposal to construct a paralleltrail in wetlands will be reviewed by the APA, who will determine whether awetlands protection permit will be required. Trail uses deemed compatiblewith each other and with surrounding land uses will be encouraged.

g. In consultation with the Citizen Advisory Committee (see Description ofAlternative 4 in Section XV and Appendix 9), the planning team decided thatthe following trail uses will be allowed on the rail bed on Corridor segmentsnot occupied by rail service:

Summer Winter

Pedestrian Pedestrian (includesHorse skiing, snowshoeing)All-Terrain Bicycle Snowmobile

h. On Corridor segments occupied by rail service, the following trail uses will beallowed on the parallel trail:

Summer Winter

Pedestrian Pedestrian (includesHorse skiing, snowshoeing)Horse and Wagon * SnowmobileAll-Terrain BicycleTouring Bicycle **

* Use by horse and wagon will require a sufficiently wide trail. ** Use by touring bicycle will require a hardened trail surface.

Because of their incompatibility with other uses, it was decided that all-terrainvehicles (ATV's) will not be allowed on the Corridor. The use of the Corridor


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in winter by dogsleds was considered inadvisable because of the Corridor'spopularity for snowmobile riding.

3. Costs and Revenues

a. Rail Service Options

The following is an estimate of the range of costs and revenues, for thedevelopment of the types of rail services which could be initiated if the full lengthof the Corridor were available for rail operations. It was prepared by NYSDOTwith reference to a 1990 report prepared for the Adirondack North CountryAssociation (ANCA) by Northwest Engineering, Inc. (See Appendix 5.) Thisestimate is a summary of the range of options for rail development detailed asoptions I, II and III in Appendix 22. A brief description of each option is provid-ed here for convenience. It is important to note that these options reflect arange, from minimal initial service to fully developed services over the full lengthof the Corridor. Options II and III were considered to be logical stages inan incremental development plan.

OPTION I - REHABILITATE THE ENTIRE LINE. UPGRADE TRACKAGETO A LEVEL SUFFICIENT TO PERMIT SAFE OPERATION OF PASSENGERSERVICES AT 60 MPH AND FREIGHT SERVICES AT 40 MPH (FRA CLASSIII). OPERATE FREIGHT, PASSENGER AND TOURIST SERVICES OVERTHE FULL LENGTH OF THE CORRIDOR.

OPTION II - REHABILITATE TRACKAGE BETWEEN THENDARA ANDBEAVER RIVER (25.3 MILES) AND BETWEEN TUPPER LAKE AND LAKEPLACID (35.5 MILES), A TOTAL LENGTH OF 60.8 MILES. UPGRADETRACKAGE TO A LEVEL SUFFICIENT TO PERMIT SAFE OPERATIONOF PASSENGER SERVICES AT 40 MPH AND FREIGHT SERVICES AT 30MPH (FRA CLASS II). OPERATE TOURIST SERVICES ONLY.

OPTION III - REHABILITATE TRACKAGE BETWEEN REMSEN ANDBEAVER RIVER, A LENGTH OF 50 MILES. UPGRADE TRACKAGE TOA LEVEL SUFFICIENT TO PERMIT SAFE OPERATION OF PASSENGERSERVICES AT 40 MPH AND FREIGHT SERVICES AT 30 MPH (FRA CLASSII). OPERATE ON-DEMAND FREIGHT AND TOURIST SERVICES.


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TABLE I. Costs and Revenues for Options II and III

Option

Capital Costs

Operating Revenues

Operating Costs

Net Income/Loss

Rehab. Equipment

I $15,000,000 to $17,400,000

$2,640,000 $1,020,000 to $2,245,000

$1,465,000 to $1,947,000

($927,000) to $780,000

II $7,100,000 to $7,800,000

$ 840,000 $ 868,000 to $1,300,000

$ 768,000 $ 100,000 to 668,000

III $4,900,000 $1,020,000 $ 524,000to 800,000

$ 781,000 ($257,000) to 19,000

Fully mature operation was assumed in generating projected cost and revenuefigures. As seen in the "Net Income/Loss" column of the preceding table,projected revenues could cover operating costs, but probably would not besufficient to repay capital costs. It is possible that the railroad will require anoperating subsidy during the start-up period.

The 1994 report, Economic Analysis of the Remsen-Lake Placid RailroadOperation, prepared for ANCA by Freight Services Inc. (FSI), presented adifferent approach to the development of the Corridor:

(1) Expand the Thendara excursion operation to the station at Big Moose.Upgrade trackage to FRA Class II.

(2) Establish an excursion operation between the Lake Placid and SaranacLake stations. Upgrade trackage to FRA Class II.

(3) Institute passenger and freight service between Utica and Lake Placid.Upgrade trackage to FRA Class III.

Estimates from the FSI report of track rehabilitation costs and net operatingrevenues are given in Table II.


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TABLE II. Track Upgrading Costs and Projected Revenues for Stages in Full CorridorRestoration (From Exhibit 1, FSI Report)

Start-UpYear Option

Track Up-GradingCost

Net Operating Revenue (In $000's)

1995 1996

1997 1998 1999

1992 A. Thendara- Minnehaha None 74 77 78 79 80

1995 B. Big Moose Expansion $ 945,000 (16) 15 37 59 69

1996 C. Lake Placid- Saranac Lake Excursion and Dinner Train 1,308,000 -- (82) 42 116 274

1997 D. Utica-Lake Placid Excursion (Low Ridership) 8,956,000 -- -- (436) (1,045) (841)

1997 E. Utica-Lake Placid Excursion (High Ridership) 8,956,000 -- -- (440) (668) (309)

Both Short DistanceExcursions (B & C) 2,254,000 (16) (67) 79 175 443

All Excursions(B,C, & E) 11,211,000 (16) (67) (361) (494) 134

The cost of upgrading the line between Saranac Lake and Lake Placid includesapproximately $417,000 to upgrade the segment between Remsen and SaranacLake. That would be the minimum cost of elevating the condition of the tracksufficiently to allow the safe passage of locomotives and rail cars to the northend of the line. Though it would not be enough to bring the track up to FRAClass I standards, this expenditure would be considered as an early step inthe full rehabilitation of the Corridor.

As shown in Tables I and II, the estimate by Northwest Engineering, Inc. forthe cost of track rehabilitation over the entire Corridor is much higher than theFSI estimate. The difference is explained in the FSI report. The NorthwestEngineering estimate referred to a "full rebuilding" of the line from Utica to LakePlacid, including a number of improvements beyond FRA Class III requirements.By comparison, FSI considered only the track from Remsen to Lake Placid,


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and presented only the costs of the minimum amount of work that would berequired to achieve FRA Class III safety standards.

Besides cost, there is another significant difference between the two approachesto upgrading the line. When discussing FRA standards, it must be noted thatthey are "condemning limits." That is, they represent the minimum conditionsrequired to permit safe operation at a given speed. Under the FSI approach,the condition of the track after the initial upgrade would not far exceed the targetFRA class standards. As a consequence, a developer would have to showa high level of commitment to maintenance from the outset in order to assurethat the track would continue to be in compliance with safety standards.

The basic conclusions of the FSI report largely corroborated those of the planningteam. FSI shared the view that, while profits would not be sufficient to recoverthe initial costs of track rehabilitation, both the Thendara and Lake Placidexcursion operations could be profitable. The consultant differed, however,in the endpoints chosen for the two segments. Citing the lack of sufficientpassenger and freight markets and the relative inefficiency of longer excursionruns, FSI did not recommend either extending the Thendara segment beyondBig Moose to Beaver River, or extending the Lake Placid operation beyondSaranac Lake to Tupper Lake.

In the FSI report, an analysis of the costs and revenues associated with theoperation of passenger service over the full length of the Corridor concludedthat the operation could begin to break even after a few years. However, theprojection relied on the assumptions that a vigorous marketing effort could drawan average annual ridership of at least 40,000 passengers, and that the ledgerof the full-length operation would be bolstered by the relatively lucrative Thendaraand Lake Placid excursions.

While it was the position of FSI that a rail developer would benefit by takingadvantage of freight service opportunities once the line had been rehabilitatedfor passenger service, the potential demand for freight service on the Corridorwas considered to be much less than sufficient to justify an investment in trackrehabilitation with the sole purpose of establishing freight service. This conclusionconfirmed the belief of the planning team.

b. Recreational Trail Uses

On those Corridor segments which will be temporarily unoccupied by rail service,NYSDEC will be responsible for costs that are incurred for construction whichwill be done to improve the rail bed on those segments for trail use. This will


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include the construction of bridges at washouts and the installation of deckplanking and safety rails on existing railroad bridges. Because the locationsof segments available for trail uses can not be known in advance, detailed costfigures are not given here. Representative costs are shown in the descriptionof Alternative IV starting on page 126.

On the segments of the Corridor where trains will be running, trail uses willhave to be moved from the rail bed to a parallel trail. The cost of parallel trailconstruction will depend on the type of work to be done, which most oftenwould include tree cutting and grading.

Detailed cost estimates for given Corridor segments will require close examinationof the terrain through which the trail will run. Northwest Engineering, Inc. hasprovided general estimates for parallel trail construction along the entire Corridorand has broken down the total into costs for the three key segments of theCorridor (See Appendix 23).

Total trail construction costs for:

ENTIRE CORRIDOR IF DONE AS A SINGLE PROJECT

(119 miles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2,490,000

SNOW JUNCTION TO THENDARA AND SARANAC LAKE TOLAKE PLACID

(39 miles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $860,000

THENDARA TO BEAVER RIVER AND TUPPER LAKE TOSARANAC LAKE

(45 miles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $920,000

BEAVER RIVER TO TUPPER LAKE

(35 miles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $705,000

These estimates include the cost of spanning the extensive wetland areas whichare adjacent to the Corridor in many areas. However, the monetary cost ofconstructing a trail across extensive wetland areas would be exceedingly high.The added consideration of the environmental cost associated with the lossof wetland area which would result from such a project has led to a determination


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not to promote the placement of fill as a method of constructing paralleltrails. For discussion purposes, the monetary costs of trail construction inwetlands are given below.

The central and northern sections of the Corridor pass through the most extensivewetland areas. Extending a trail across wetlands may be done either by buildingwooden bridges or walkways over limited distances, or by hauling in and packingfill material. In providing for the widest range of trail uses, filling would be themost cost-effective method over the long run. Nevertheless, the cost wouldbe substantial.

Assuming a trail width of eight feet and an average depth of fill of four feet,the cost of placing fill in wetland areas would be:

Crusher-run gravel - delivered:$ 5.50- 6.00 per cubic yardSpreading and packing:$15.00-19.00 per cubic yard

TOTAL COST . . . . . . . . . . . . . . . . . . . $20.50-25.00 per cubic yard

At 1.2 cubic yards per lineal foot,

TOTAL COST PER FOOT . . . . . . . . . . . . . . . . . . . . . . . . . . . $24-30TOTAL COST PER MILE . . . . . . . . . . . . . . . . . . . . . . . . . $127,000

The cost of the construction of wooden trailways, the only alternative to theplacement of fill in wetland areas, would be at least twice as much. The additionof the high annual costs of maintenance would also put the use of woodenstructures to span extensive wetlands beyond consideration.

Because it is not anticipated that fees would be charged for recreational trailuses of the Corridor, the State would receive no direct revenues from theimplementation of the trail component of the Corridor management plan.

c. Staffing

In order to perform adequate maintenance of the rail bed and to remove brushand blowdown, a full-time year-round DEC trail crew will be hired, consistingof a labor supervisor and three laborers. Approximate annual costs for thetrail crew are:


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Salaries plus benefits $90,000Supplies and materials 5000Average bridge replacement

cost, materials 5,000Vehicle costs 3,000

$103,000

The figure given represents the approximate cost of maintaining a completedparallel trail running the entire 119-mile length of the Corridor. In reality, sincethe Corridor passes through two DEC regions, it is likely that two or more existingtrail crews responsible for Forest Preserve trails will be expanded and will addthe Corridor to their maintenance duties. A single crew is used here to simplifycost calculations. The cost will be reduced in proportion to the length of theCorridor remaining undeveloped and the amount of volunteer labor available.

4. Regional Economic Impacts

The primary economic impacts of full Corridor development will come from the directexpenditures for the rehabilitation and operation of the line and from spending bythe people attracted to the area because of its services and recreational opportunities.A brief assessment of the estimated levels of these impacts follows:

a. Rail Rehabilitation and Parallel Trail Construction

Based on the estimates of Northwest Engineering, Inc., a range of $4.9 millionto $17.4 million for rail rehabilitation and up to $2.5 million for parallel trailconstruction would be expended over several years. The rail rehabilitationwork would generate as many as 100 temporary jobs during the life of the project.

While the estimates of expenditures for rail rehabilitation given in the FSI reportwere more modest, ranging from $945,000 to $11,200,000, the predictionthat 93 one-time jobs would be created agreed closely with the figure proposedby Northwest Engineering. Parallel trail construction could create another 75short term jobs.

Depending on the timing and methods used, the regional economic impact couldrange from a very small portion of total expenditures if contractors from outsidethe region were used, to perhaps half the total expenditures if local contractorswere to participate in the work.

b. Operation of Rail Services and Trail Maintenance


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As detailed in the Northwest Engineering Report (see Appendix 5), the operationof full rail services could generate as many as 24 full-time and 13 part-timejobs directly, or a payroll of up to $450,000 annually. The extension of DECtrail maintenance responsibilities to the Corridor would require that up to 4full-time jobs be created with a total of $90,000 in salaries and benefits.

The FSI report projected the creation of 77 jobs directly related to the operationof excursion and full-length passenger services by the end of a five-year Corridordevelopment period. Most of the jobs would be seasonal. The anticipationof relatively few permanent jobs reflects an assumption that full length passengerservice through the winter months would not be profitable. The consultant didnot indicate that any jobs would be created as a result of the establishment offreight services on the Corridor.

c. Tourism

In the Northwest Engineering report, the maximum projected rail ridershipassociated with full Corridor development was estimated at about 128,000annually (see Appendix 22). Out of that total, 120,000 trips were creditedto the Thendara and Lake Placid excursions, and 8,000 to long-distancepassenger service. The FSI report was more optimistic, projecting an annualtotal for both excursions of almost 177,000 and between 20,000 and 35,000full-length passengers by 1999. The number of tourists actually directly attributable to the availability of rail ser-vices and the number of those who would stay overnight cannot be estimatedaccurately. It is clear however, that visitors attracted to the Corridor regionfor extended vacations by the existence of railroad services would make a muchmore significant contribution to the economic activity of the area than eitherthose who would only spend the day, or longer-term vacationers who wouldhave chosen to stay in the area anyway. According to standard estimating guidesused by organizations such as the Central Adirondack Association (CAA),a vacationing family of four spends about $200 per day and the average expendi-ture per day for a single tourist is about $75.

The FSI report estimated that as many as 20 percent of the riders of the Thendaraexcursion would be visitors who would not have chosen to vacation in the areaif not for the train. After an extension of the Thendara operation to Big Moose,FSI predicted that the existence of the excursion opportunity would accountfor an increase of nearly 26,000 visitor days per year in the Old Forge areaby 1999. Similarly, the establishment of an excursion operation in Lake Placidwould increase tourism in the area by 12,500 visitor days per year. Thoughthe FSI report did not translate visitor days into dollars, useful estimates can


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be generated. Assuming that one visitor day would involve an overnight stay,$50 would be a conservative estimate of the total daily expenditure per visitorday. Multiplying that figure by the increase in visitor days attributed by FSIto the excursion operations alone, the total annual


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economic impact would be $1,300,000 in the Old Forge area and $625,000in the Lake Placid-Saranac Lake area.

FSI went on to maintain that the total regional economic impact which wouldresult from the excursion operations would be substantially augmented by theoperation of full-length passenger service. Even though the annual number oflong-distance passengers would be less than half the number expected to ridethe Thendara excursion, the additional time involved in a trip from Utica to LakePlacid would make a long-distance passenger more inclined to spend moretime in the region. Therefore, according to FSI estimates, the establishmentof passenger service from Utica to Lake Placid would add as many as 36,000visitor days per year to regional tourism. Again applying the figure of $50 pervisitor day for purposes of illustration, the annual regional economic impactwhich would result from the addition of full-length passenger service is calculatedto be $1,800,000. Adding the dollar figure calculated for the Thendara andLake Placid excursions to the figure for full-length passenger service wouldgive an estimated regional economic impact from tourism of nearly $4,000,000per year. It should be noted, however, that the FSI projection of up to 35,000long-distance passengers by 1999 far exceeded the estimate of 8,000 ridersgiven by Northwest Engineering.

Estimates of the number of jobs that would be created in the Corridor regionas a result of the restoration of rail services were also given in the FSI report.Full Corridor development would ultimately result in the creation of more than100 jobs in retail, restaurant, and hotel businesses throughout the region.

Speaking about the Adirondack Centennial Railroad in 1992, Robert D. Hall,Executive Vice President of the Central Adirondack Association said"Conservatively, this rail operation added approximately two million dollars($2,000,000) to the economy of the area during 1992; a recessionary, cold,wet season...one business nearby would have closed its doors and laid off 20workers. Other stores, gift shops, and restaurants have reported as much asa 50% increase in business because of the train...Motels even reported increas-es...Rehabilitation of the line north and south will improve the economy of thenorth country from Utica to Lake Placid."

In correspondence with John C. Egan, former NYSDOT Commissioner, datedOctober 25, 1993, Robert Hall said, "Old Forge and the Central Adirondackshave been the greatest beneficiaries of the Adirondack Centennial Railroad.To date, since it opened in 1992, more than 135,000 visitors from all over theUnited States, Europe and Asia have taken the ride, shopped in the area,patronized restaurants, motels and other services. The number of visitors and


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tour groups who have been introduced to the area because of the railroad arereturning to shop and enjoy the attractions they missed on their previous visit.Newcomers to the area are leaving with a positive impression of the railroadoperation and the surrounding communities." He continued, "both HerkimerCounty and New York State have and will continue to benefit from the salestax generated by these visitors. One of our largest stores reports October '93will be the best October ever, mainly because of the traffic generated by therailroad operation." He continued, " it is difficult to project the economic impactthis project could have on all the towns and villages along the line, but seeingwhat it has done for this area, there is a real optimism that all would benefit."

In addition to rail customers, as many as several thousand recreational trail userswould traverse various segments of the Corridor each year. They would addto the demand for food, fuel, lodging and supplies in nearby communities.Considering snowmobile use specifically, it is possible to generate useful economicimpact figures. According to the "New York State Snowmobiling Assessment,"by Chad Dawson, the average trip-related expenditure for a snowmobiler inthe state in 1990 was $30. Using an estimated total of 20,000 snowmobiletrips on the Corridor during the winter of 1991-1992, snowmobiling gave aneconomic benefit of $600,000 to businesses in the Corridor region.

Timothy Holmes, co-author of the Bicycle Master Plan for the AdirondackRegion of New York State, indicates that bicycle recreation on the entire Corridorcould generate an additional $3.5 million in expenditures to the Corridor area.(Holmes - Personal correspondence, 1995)

C. IMPLEMENTATION STRATEGY

The preferred alternative will be implemented in accordance with the following conditions:

!! DEVELOPMENT PROPOSALS WILL BE EVALUATED ON THE BASISOF THEIR ABILITY TO PROVIDE RECREATION-ORIENTEDPASSENGER SERVICES; PROVISION OF FREIGHT SERVICES WILLNOT BE REQUIRED AND IS NOT EXPECTED TO BE A MAJOR FACTORIN EVALUATION OF PROPOSALS.

Preliminary investigations have indicated that the hauling of freight on the Corridoris not likely to be profitable.

!! THE STATE WILL NEGOTIATE A LEASE AGREEMENT WITH THEAPPROVED DEVELOPER. THE LEASE TERMS, INCLUDING THE


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LENGTH OF THE LEASE WILL BE NEGOTIATED TO MEET INVESTORS'NEEDS FOR A LONG TERM COMMITMENT.

Because a large investment will be required for the restoration of the fixed rail facilitiesover the entire length of the Corridor, potential rail developers will need to be assuredof a long-term commitment from the State. The continuation of the current practiceof management through 30-day permits would jeopardize the goal of full rail servicedevelopment.

!! IF A RAIL PROPOSAL FOR THE ENTIRE LENGTH OF THE CORRIDORIS APPROVED, THE STATE WILL ONLY ENTER INTO AN AGREEMENTWITH A SINGLE DEVELOPER, WHO WILL BE RESPONSIBLE FORCOORDINATING ALL RAIL ACTIVITIES ON THE CORRIDOR. THEDEVELOPER WILL BE REQUIRED TO MAINTAIN A NEGOTIATEDLEVEL OF INSURANCE COVERAGE FOR CORRIDOR LIABILITY.

Requiring the coordination of all rail activities on the Corridor to be the responsibilityof a single developer will insure the efficient implementation of the final Corridor man-agement plan and the safety of all Corridor users. In the case of a rail agreement onlycovering one or more segments of the Corridor, the developer would be responsibleonly for the segment(s) covered by the agreement. The developer will be requiredto indemnify the State against personal injury and damage liability related to railoperations. In effect, this means that the developer will share liability with the State,the developer being more responsible for rail operations while the State will be moreresponsible for recreational trail uses.

!! WHILE AN AGREEMENT BETWEEN THE STATE AND AN APPROVEDDEVELOPER WILL ALLOW FLEXIBILITY IN DEVELOPING SERVICESON THE CORRIDOR, IT WILL ALSO REQUIRE THAT ALL CORRIDOROPERATIONS CONFORM WITH THE FINAL CORRIDOR MANAGE-MENT PLAN.

The approved developer will be given the freedom to make the daily business decisionsnecessary to assure the success of the rail development venture; such details will notbe prescribed in the final Corridor management plan. However, Corridor developmentwill be required to proceed within the guidelines given by the plan, as determined bythe State through a program of regular monitoring. If any Corridor development activityis determined to exceed the scope of the plan, the activity could not be implementeduntil the plan were revised and a supplemental environmental impact statement prepared.


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!! DEC WILL BE RESPONSIBLE FOR IMPLEMENTING THE RECREATION-AL TRAIL COMPONENT OF THE FINAL CORRIDOR MANAGEMENTPLAN.

The details of recreational trail development on the Corridor will unfold only afterrail operations had become established. It would be inadvisable to invest in the costlydevelopment of a parallel trail on any Corridor segment before it could be confirmedthat rail operations would be viable on that segment.

On Corridor segments important for trail purposes, but where physical limitationssuch as wetlands or rugged topography would make parallel trail construction impossible,alternative locations will be sought to allow the construction of trails on adjacent privatelands through the acquisition of trail easements, or on neighboring Forest Preservelands. Potential trail construction on Forest Preserve lands will be addressed in unitmanagement plans for the affected areas.

Trail development will be implemented using State funding and personnel, supplementedby various outside sources. NYSDEC will seek the active participation of localgovernments, snowmobile and/or hiking clubs, etc. to promote more effectivemaintenance and enforcement on the Corridor.

!! AN APPROVED RAIL DEVELOPER WILL BE REQUIRED TOACCOMMODATE THE DEVELOPMENT AND USE OF RECREATIONALTRAILS ON THE CORRIDOR.

!! IF AN ANALYSIS OF THE APPROVED DEVELOPMENT PROPOSALRESULTS IN A DETERMINATION THAT THE IMPORTANCE OF ALONG-DISTANCE SNOWMOBILE TRAIL WILL EXCEED THEIMPORTANCE OF THE CORRIDOR FOR WINTER RAIL USE IN TERMSOF ECONOMIC AND INTERPRETIVE BENEFIT, RAIL OPERATIONSWILL NOT BE PERMITTED TO OCCUPY THE CORRIDOR BETWEENDECEMBER 1 AND MAY 1 OF ANY YEAR. ALTERNATIVES TO BEADOPTED COULD INCLUDE DEVELOPMENT OF A PARALLELSNOWMOBILE TRAIL WHERE NEEDED AND PRACTICAL, ANDINTEGRATION OF RAIL TRANSPORTATION FOR SNOWMOBILERSTO IMPORTANT DESTINATIONS.

Snowmobiling is a popular recreational activity throughout the Adirondack region.The yearly influx of snowmobile enthusiasts brings significant economic benefits tolocal communities. Within the Adirondacks, the Corridor has been identified as oneof the most important long-distance snowmobile trunk trails. The State planning team,as well as the two consultants employed by ANCA, have concluded that winter rail


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potential on the Corridor is limited. Safety considerations preclude the simultaneousoccupation of the rail bed by rail and trail users. Therefore, the approved Corridordevelopment proposal will be analyzed to determine the extent to which the successof the rail venture will depend upon winter rail operations. Winter rail operations willbe allowed on a particular Corridor segment only if: (1) the rail developer can assurethe managing agencies that the potential for winter rail operations will be sufficientlyimportant to displace snowmobile use from the rail bed; (2) the potential for winterrail operations will not be sufficiently important to displace snowmobile use, but itwill be feasible to establish a parallel trail for snowmobiles, and its location and mannerof construction will meet environmental standards.

In light of the foregoing conditions, the implementation of the preferred alternativewill proceed in accordance with the following steps after the plan is approved:

! DOT and DEC will prepare a public bid package offering the opportunity fordevelopment of the Corridor and operation of rail services consistent with the CorridorManagement Plan. Proposals for all or segments of the Corridor will be accepted.

! Throughout the public bid process, the short term permit procedure being used to

manage the Corridor property will continue.

! DOT and DEC will evaluate the proposals received with assistance from the CitizensAdvisory Committee. Selection criteria will focus on the viability of the proposedoperations, soundness of the funding and implementation plan, projected benefits tothe area and the State of New York, and conformance to the Remsen-Lake PlacidCorridor Management Plan.

! If one or more proposals are selected, DOT and DEC will negotiate a lease agreement(s)with the selected developer(s). The terms will be negotiated to be attractive to privateinvestment to the extent possible.

! The public bid process will continue up to a maximum of five years. In the event thatno approvable rail use proposals result from the public bid process, the Corridor planningprocess would be re-opened prior to removing the rails. Removal of the rails wouldconstitute substantial change in the character of the Corridor. Such change wouldnot be made without public involvement and further consideration of issues relatedto the SLMP, SEQR, and historic preservation. Therefore, the rails will not be removedfrom the Corridor within the five year period covered by this management plan, unlessit is revised. If approved in a revised Remsen-Lake Placid Corridor ManagementPlan/EIS, the process would be started for requesting bids to remove the rails andties from those segments of the Corridor where no permit or other agreement requiringthem is in place.


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Rail removal would facilitate the development of those segments for recreational trailuse and eliminate the safety concerns associated with unauthorized use of the tracks.Any revenue from the salvage operations would be used for trail development. Beforetaking any formal action to salvage the line, the planning team will report to the CitizensAdvisory Committee and the public on the efforts undertaken to secure a developerfor those segments.

! Alternatives 3, 2, or 1 will not be implemented under any circumstances.

! The Final Corridor Management Plan will be reviewed and updated by theInterdepartmental Planning Team at five-year intervals.

D. POTENTIAL FUNDING

Funding to implement any of the alternatives could come from private, public or a combinationof public and private sources.

1. Private Sources

Private sources to fund improvements in the Corridor have, in the past, been limitedto investments by individuals for railroad improvements. Owners of the formerAdirondack Railway Company contributed substantial sums for equipment purchasesand refurbishment.

Voluntarism would fall under the category of private sources. Though the availabilityof volunteer labor can significantly improve the bottom line of a railroad operation,it is impossible to predict the level and continuity of volunteer participation. The expe-rience of the Adirondack Centennial Railroad and the Adirondack Preservation Societyindicates a substantial volunteer work force can be mobilized for railroad work onthe Corridor. In addition, snowmobilers acting under the guidance of the New YorkSnowmobile Coordinating Group have provided volunteer resources for trail grooming,signing and other activities. There may be volunteer support for other recreationaltrail uses of the Corridor as well.

During this planning process there has been no formal identification of private sourcesof funding other than volunteer labor.

2. Public Sources

Public funds from local, State and Federal sources have been used for improvementon the Corridor. Future public funding can be pursued, of course, if the proposed


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use meets the funding criteria. A current review of these funding sources reveals thefollowing:


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a. Local Funds

Local funding from towns, villages and counties for Corridor improvementshave been limited to some trail grooming activities and for donations of materialsand equipment for railroad bed maintenance. Local funding could be providedfor future improvements but it is doubtful that if taken alone, any substantialcapital improvements could be made. Local funding could be used to offsetrailroad operating losses by subsidizing operations.

b. State Funding

! The NYS Legislature passed provisions in the 1993-94 State Budgetto provide $400,000 for stabilization of the Corridor, $50,000 for a railfeasibility study; and an additional $400,000 for 1995-96. TheSnowmobile Trail Fund, supported by an add on to the snowmobileregistration fee, is available for recreational trail development andmaintenance.

! REDS Grant - Regional Economic Development Partnership Programadministered by the New York State Department of EconomicDevelopment (NYSDED). A small amount of funding is available toassist in implementing projects with significant economic developmentimpact. Projects must be sponsored by not-for-profit or governmentagencies.

c. Federal Funding

! The Intermodal Surface Transportation Efficiency Act of 1991 (referredto as ISTEA) - ISTEA funds can be used for "rehabilitation and operationof historic transportation buildings, structures or facilities including historicrailroad facilities";

! The Symms National Recreational Trails Act created under ISTEA,authorizes funding for trail improvements. New York State is allottedfunds for program expenditures from 1992 through 1997 under thisprogram. For fiscal 1993, New York State was allocated $226,136.A match of 20% is required for the federal funds. This match can comefrom State, local or private sources.

! The developer would also be eligible for other applicable federal fundingsources, i.e. grade crossing funds, etc.


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E. OWNERSHIP AND CONTROL OF THE CORRIDOR

1. Ownership

It is recommended that title to the Remsen-Lake Placid Corridor remain with the Stateof New York. Any leases or other agreements that would allow others to use, operateor control the Corridor should be constructed to allow the State to reassign or regainfull control of the Corridor if those persons allowed an interest are deemed to be indefault of a clearly defined set of goals, or are otherwise acting contrary to the publicinterest.

2. Control

It would be premature to entertain or discuss alternative management organizationsuntil the solicitation process has been completed. Any new organization would requirea source of revenues to fund its operation. The Corridor is not generating revenueat this time and it would be a burden on the solicitation process to impose anygovernmental overhead up front. In addition, the effort required to put together aconsensus on the nature of such an organization would be significant. At the sametime, it would not be directly productive to achieving real economic development actionsalong the Corridor. Although this is an addition to demands on the time of involvedpersonnel, the existing joint management of the Corridor by NYSDOT and NYSDEChas worked well. The following options are available at the appropriate time.

a. State Agency - Management entirely by the New York State Departmentof Transportation and/or Environmental Conservation.

b. Local Government - Management entirely by a panel of local governmentofficials for the counties in which the Corridor lies (County and/or Town).

c. State-Local Government Mix - Management by a local board or otherbody under the authority and control of a State entity.

d. Privatization - Management entirely by an individual, group, corporation,etc. from within the private sector under State control.

e. Public Benefit Corporation - Management by an entity charged with securingthe necessary funding and actively pursuing the development of the Corridor,as directed by the final Corridor Management Plan. This management bodycomprised of members chosen by the Commissioners of DEC and DOT, wouldbe accountable to the State. The body could be created by the Legislature


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as a public authority or public benefit corporation and would have the authorityto execute


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EXAMPLE 1 EXAMPLE 2 EXAMPLE 3

contracts, issue permits, conduct enforcement activities, collect fees, and sell bonds.

F. EXISTING FACILITIES - MAINTENANCE AND REHABILITATION

Policy during the planning process allowed maintenance of the entire Corridor to preventits further deterioration. Maintenance which returned the railbed to its former condition wasallowed while not favoring any single use over another. It seemed prudent in the light ofpast developments to allow for upgrading of the central segment to the minimum level topermit the movement of railroad rolling stock.

1. Corridor Culvert Work

During the planning process, DOT requested advice from the Adirondack Park Agencyregarding the need to obtain Agency wetlands permits for the removal of beaver damsor debris from culverts. The APA determined that permits would not be requiredin most cases. The three examples below were given to guide decisions about theneed to consult the APA in planning maintenance work.

a. In Example 1, the blockage occurs entirely within the culvert. The relativelyrecent debris or dam is creating artificially high water levels behind the culvert.Removal of the blockage would restore the original invert elevation of the railroaddrainage culvert. No wetlands permit is required in this case.

b. In Example 2, the culvert wing walls define the blockage or beaver dam. Thedam location in this situation is so close that the bottom of the culvert will controlthe water levels behind it. This type of blockage is also creating artificially highwater levels behind the structure. No wetlands permit is required in this instance,but water levels must be reduced gradually to minimize downstream sedimentation.

c. In Example 3, the debris or dam is located some distance from the culvert.In this case, a Freshwater Wetlands Act Permit might be required and the Agencyshould be consulted. An inspection would be necessary to determine the degree


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of impact to the wetland or if removal of the dam would drain a wetland upslopeor if removal would constitute excavation in a wetland.

2. Washouts

Present major washouts are listed below. Other minor washouts occur on the Corridorin addition to beaver floodings.

MP 59.2 - 80'X15'

MP 83.1 - 30'X 6'

MP 87.5 - 175'X35'MP 100.6 - 80'X15' MP 110.7 - 200'X20'MP 120.0 - 60'X15'

Indian Brook near Thendara (Repaired 11/92 by ARPSutilizing funds derived from the Adirondack CentennialRailroad's 1992 tourist operation.)Alder Brook (Repaired 10/94 by ARPS utilizing fundsderived from the Adirondack Scenic Railroad's touristoperation.)Near NahasaneNear Horseshoe LakeGull Pond OutletNear Rollins Pond

3. Responsibility for Past Facilities Alterations

Railroad Law and Highway Law place the responsibility for providing and maintaininggrade crossings on the railroad. In the event that a railroad fails to maintain a gradecrossing, the highway authority, after giving notice, can cause the repairs to be carriedout and charge the railroad for the work.

Numerous grade crossings were paved over during the period of prolonged litigation.It was appropriate for municipalities to pave over grade crossings to provide anacceptable crossing surface for highway users. NYSDOT will not make any claimfor damages where the grade crossings were paved over. In these cases, it is expectedthat the track lift normally associated with grade crossing repairs will bring the trackto the elevation of the adjacent pavement.

There are at least two grade crossings of public, non-state highways where the highwayhas been raised or lowered making the railroad inoperative. NYSDOT will recognizethat absent written permission, no municipality had the right to alter the grade overa highway. Any rail operator is required to coordinate the restoration of grade crossingswith the local authorities. The cost of restoring the approaches to the grade crossingsshall rest with the municipalities. New York State will work with local groups to facilitatea solution with the least economic impact.


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In the case of private parties encroaching on the right-of-way, DOT's normal practicewill be followed. If it is not possible to have the encroachment permitted, the encroachingparty will be required to remove the encroachment. In the short term, DOT doesnot anticipate allocating resources to this effort. It is anticipated that the duties associatedwith encroachment control will be assigned to the corridor operator.

In the case of grade crossings of the State highway system that have been altered,no binding commitment is being given to providing funds for crossing restoration.To assure funds for such an activity, the funds would need to be "obligated" so thatthey could be used for no other purpose. This is an inappropriate action while thenature of any rail activity is uncertain. When one or more candidate rail operatorsare identified, the level of commitment to highway dollars for grade crossing restorationcould be negotiated based on the commitments of the operator.

G. FACILITIES DEVELOPMENT AND REMOVAL

1. Parallel Trail Development and Waterway Access

Limited parallel trails will be developed by priority. Parallel trail development willlink with local trail systems outside the Corridor and provide access to Forest Preservedestinations. It may prove desirable to build new trails leading to some ponds fromthe Corridor for canoeing, camping, or fishing purposes. Issues such as public useand fisheries management of nearby Forest Preserve ponds will be addressed in theunit management plans to be prepared for those Forest Preserve units affected. Studieslike the Bicycle Master Plan for the Adirondack Region of New York State cite bicycletourism as a rapidly expanding, family-oriented outdoor recreational activity to whichthe Corridor is particularly suited.

2. Trackage

For the most part, the railroad infrastructure consists of the earthworks, structuresand track that are commonly associated with a railroad. The Corridor already includesa "railroad" that is substantially sound, although extensive repairs are required.

3. Stations

Passenger rail service, especially tourist excursion trains, require adequate stationfacilities. It must be recognized that some of the rail stations that formerly supportedpassenger rail service are no longer owned by the State. Proposals to use the stationbuildings which are now in private hands, or to establish new station facilities, willonly be pursued if the lands and buildings can be leased or acquired through negotiatedpurchase.


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Traditional rail passenger service is less dependent on the larger rail station facilities,such as Thendara. Basic engine house and fueling facilities will need to be constructed,however. Fuel services can be as simple as pumping fuel directly into fuel tanks.If summer-only operations develop, engine houses can be located off the Corridor.The locations and construction details of these facilities will be determined as rail servicesdevelop.

The construction and operation of station facilities that might result from theimplementation of the Corridor management plan would require modest increasesin the use of local energy, telephone, and water resources. Due to the concentrationof people that excursion trains tend to create at station facilities, impacts on sewagesystems could be created. The assessment of such impacts will be included in theoverall review of individual proposals to refurbish existing station facilities or establishnew ones. All applicable health and environmental regulations will be followed inthe review of station development proposals.

The details of Corridor development will depend in part upon the intentions of theselected developer and the availability of funding. Consequently, the location andscale of station facilities such as engine houses and fueling installations can not bedetermined in advance. For the purposes of determining the cumulative effects ofthe infrastructure needs on the environment, we have assumed that each village andhamlet has the potential for locating a station facility the size of which would vary withthe tourist potential of the area.

The following guidelines have been established to assist in the review of proposalsto develop station facilities:

a. The State's power of eminent domain will not be exercised to take lands orbuildings. If needed, lands and buildings will only be acquired through negotiatedpurchase from willing sellers.

b. The development of all buildings and facilities except bridges and rail/highwaycrossings, (as well as other State-owned facilities) will be subjected to localplanning laws.

c. Development proposals will be required to conform with all applicable Federal,State, and local regulations.

d. It will be required, to the extent practicable, that the design of new structuresor modifications to existing structures will conform to appropriate architecturalstyles.


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4. Regional Highways

Rail passenger services must be supported by an adequate system of roadways.Although the establishment of passenger and excursion services on the Corridor couldlessen highway use in the region, the reduction would be small. Care will need tobe taken to insure the local road system is adequate at station areas.

5. Flag Stops

Because an interest has been expressed and a potential does exist for "flag" or "whistlestop" drop off points in remote areas, these needs must be considered. Drop off areaswill only be allowed where the likelihood of trespass onto private lands adjacent tothe Corridor will be low. Sites will be selected near Forest Preserve trailheads andnavigable waterways that can support the infusion of people as determined by DEC.Through negotiations with an approved developer, appropriate practices will be institutedto insure the safety of those approaching flagstop locations on foot. For instance,flagstop sites will have good views of approaching trains and maximum train speedsfor all trains will be limited to 10 mph within a quarter mile of each site. Walkwayswill be created if necessary to safeguard against erosion, especially near shorelines.Depending on anticipated levels of public use, privy type sanitary facilities may berequired. If so, DEC specifications and guidelines will be used.

6. Facilities Considerations for Persons with Disabilities

As detailed Corridor development plans evolve, there will be a need and desire toconsider the requirements of the disabled. The very establishment of excursion andpassenger rail services on the Corridor offer a means to afford people with impairedmobility a unique opportunity to travel through the remote interior of the AdirondackPark. The Americans with Disabilities Act of 1990 will be used as a guide in insuringthat trains and station facilities are accessible to persons with disabilities.

7. The Draft Black River Wild Forest Unit Management Plan

The Draft Black River Wild Forest Unit Management Plan (nearing completion byNYSDEC) includes the following recommendations relative to the Corridor:

"Nelson Lake Road - Access to the Moose River and Nelson Lake section fromNYS Route 28 should be improved to provide for the excellent canoeing which thearea offers. Extension and improvement of the Nelson Lake Road and utilization ofthe Adirondack RR bridge over the Middle Branch of the Moose River would givebetter ingress to the Nicks Lake-Nelson Lake snowmobile and foot trail systems.(This would need to be compatible and in conjunction with recommendations in the


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Remsen-Lake Placid Corridor Management Plan which is being prepared.) Establisha new ten (10) car parking area in the old pit just across the railroad tracks near theMoose River. Replace the current gate with a new gate located a little closer to Rt.28. Leave the gate open or closed depending on the Forest Ranger's assessmentof the condition of the entire road." While there is rail use of the Corridor, it wouldnot be desirable to create an unsafe crossing. The parking area recommended aboveshould not be constructed unless the possibility of rail use is eliminated. If trains areusing the Corridor, only rail-based recreation should be considered at this location.

H. PUBLIC USE MANAGEMENT AND CONTROLS

1. Snowmobiles in the Central Section

The railroad corridor has been classified in the Adirondack Park State Land MasterPlan as a travel corridor. Snowmobiles are a means of travel, and they representa winter economic advantage to communities along the Corridor. As the entityresponsible for the management of the adjacent State land, the Department ofEnvironmental Conservation does realize the value of the central section as a large,roadless area. Although believing it is important to perpetuate this area's wild character,the Department does not endorse the integration of all classifications into one largewilderness area at this location. The Department's goal is to protect not only wilderness,but also to ensure the benefits provided by a public and private mix of classifications.Further guidance for the region will be provided by individual Forest Preserve unitmanagement plans, as well as State planning efforts of a broader scope.

2. TRESPASS

Education of the user public about the need to respect the rights of private landownersis important to prevent trespass on private land as much as possible. It is concludedthat a small percentage of users actually knowingly trespass from the Corridor ontoprivate lands and education of the user public is imperative. Two gates will be placedat access points near Lake Lila and any other un-gated locations with the potentialfor illegal access. Appropriate signing at Corridor access points and intersectionswill be a deterrent to inappropriate use (see Appendix 26.) As with hiking trails onother State land, signs will be posted at all junctures with private roads and trails,indicating the adjacent property is private and access is not permitted. Forest Rangersand Conservation Officers have, and will continue to enforce illegal access from theCorridor. As with other areas of State land, the first line responsibility for enforcementof the misuse of State land rests with the Forest Ranger and incidents should be reportedto the local ranger. Patrol of the few known access points to private lands shouldfrustrate illegal ingress. It is the intent of the State to monitor counts of use and trespass.The issuance of an annual Corridor snowmobile permit, in the absence of substantial


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winter train activity, will continue on a trial basis. If documented misuse becomessubstantial and illegal intrusion onto adjacent land is verified, the permit will be revoked.

It is necessary to provide a mechanism of law enforcement for those law enforcementpersonnel involved with this unique linear parcel of State land, especially when it isnot adjacent to existing Forest Preserve land. In order to promote more effectiveenforcement and maintenance, the State will seek the active participation of localgovernments and snowmobile clubs.

Documentation of the many private crossings on the Corridor is needed to determinethose that are not validated by either a permit or by deed reference.

3. Controlled Access to the Forest Preserve

It is readily apparent that recreational opportunity abounds along the Remsen-LakePlacid Corridor. It is unusual that concern for State land overuse can be so easilyalleviated and that perceived impacts can be so easily mitigated as in the scenarioof public recreational access by train. The ease of controlled access offered byrecreationists traveling to the backcountry by rail is an enviable land managementadvantage. Maximum visitor limits to any given area accessible from the Corridorcan be easily set and controlled by ticket sales and destination regulation. This willprevent environmental degradation as well as provide for a quality Forest Preserveexperience, especially in wilderness situations.

4. Rail/Trail Safety

The dangers posed by railroads to pedestrians and motorists are well known. Whilethere are a number of places across the country where trails share rights of way withoperating railroads, such partnerships have succeeded because various measureshave been taken to protect trail users. On the Remsen-Lake Placid Corridor, safetyconsiderations will play a major part in the process of determining what segmentsare suitable for parallel trail construction.

Even though rail traffic may be limited during the period of initial rail developmenton the Corridor, rail and trail uses will not be allowed to occupy the rail bed concurrently.Physical dangers exist on the rail bed even when trains are not running. The publicwill not be allowed to pass where washouts have not been repaired or suitable alternateroutes established. Bridges unprotected by deck planking or safety rails will be offlimits. Such restrictions are imposed with the safety of the public in mind.

On Corridor segments where parallel trails would be constructed, they would bedeveloped in such a way as to emphasize the separation of rail and trail. Where physical


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barriers would be necessary to protect trail users, fences would be erected andappropriate warning signs would be posted. In the Adirondack Park setting, the useof rustic looking fences or hedges on the Corridor might be preferred, especially inresidential areas where aesthetic considerations are important, but some designs wouldpose a danger to trail users. For example, post-and-rail fences should not be installedwhere the fence could be struck at an acute angle by a snowmobile because the railcould act as a lance.

For the most part, agricultural type stock fence would be adequate to separate railfrom trail use. Appropriate signs would be posted along the fence. There would beareas, however, where more substantial fencing would be needed to protectsnowmobilers from hazards such as bridges and rock cuttings.

According to State law, fences and other fixed objects must be kept a minimum ofdistance of eight and one half feet from the center line of the track. Even though thereare numerous public roadways that run very close to railroads without barriers toseparate them, such unprotected proximity is undesirable. The existence of undesirablesituations is not an excuse to create more of the same.

To consider the safety of canoeists when fencing or other means of separating useare implemented, provision for safe crossing by water, or appropriate space whennecessary to portage, will be integrated into general safety concerns.

The sharing of bridges and causeways is not out of the question, but the constructionthat would be required to accommodate both rail and trail uses would be expensive.Therefore, alternatives such as by-pass trails and separate trail bridges would be seriouslyconsidered. The development of a given bridge or causeway for rail or trail sharingwould not be undertaken until the importance of the facility for rail or trail uses hadbeen established.

It is possible that on segments of the Corridor where parallel trails would be constructed,physical constraints would force the trail to cross from one side of the rail bed to theother. To the extent possible, existing underpasses would be used even if somemodifications were necessary. Where necessary to make the crossings at grade, loca-tions with good views of approaching trains would be sought. Crossings would bedesigned to funnel trail users and to encourage trail users to stop, look and listen.

When considering trail/rail crossings, it must be borne in mind that, if rail use is successful,the trail crossings would become more hazardous. They would only be allowed ifautomatic warning devices were provided or if the crossings were grade separated.It might be determined that a regulatory hearing would be necessary before any suchcrossing would be allowed. NYSDOT has a long history of being very conservative


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when considering the safety issues associated with "at-grade" crossings. For thesereasons it might be best to avoid "at-grade" crossings when designing trails ratherthan be faced with re-design in the future or with the provision of expensive automaticwarning devices.

I. FISH AND WILDLIFE

1. Fisheries Management

From a fisheries perspective, the primary benefit of opening and maintaining the Remsen-Lake Placid Corridor to public use will be to provide access to the remote watersin Forest Preserve Units adjacent to the line.

Supplemental inventory data and recommended fisheries management can be foundin unit management plans for adjacent Forest Preserve units.

2. Wildlife Management

The summary of the 1982 special report by Sr. Wildlife Biologist Gary B. Will entitled"Managing Beaver Activity on the Adirondack Railroad" makes the following pointsrelative to wildlife management. The habitat on and near the route will always be condu-cive to beaver occupancy. Although densities in this Corridor may vary, occasionalproblems with beavers must be expected. At the same time, the presence of beaversat some locations may be tolerated.

Over the years a variety of control measures have been developed to minimize damagefrom the activity of beavers. Implementation of either individual or any combinationof techniques will depend on the desired future use and degree of rail corridor pres-ervation. Currently, beavers are presenting a problem to the continuity of the Corridor.The cost of immediate remedial action to insure the preservation of the railbed requiresa multiple year minimal maintenance objective and projects an annual cost exceeding$9,000. Even at a minimum level it is a major commitment of money and staff time.Currently, it would be most difficult for NYSDEC's Wildlife Unit to adequately accom-modate this task with existing personnel and planned program goals.

Future use of the railway and rail bed will determine the degree of maintenance needed.For example, return of the train will necessitate more maintenance than if the rail bedwere used for a snowmobile trail system. No maintenance would be required if theline were abandoned and treated as State-owned Forest Preserve Lands. Once thefinal use of the Corridor is determined, it will be easier to design a more detailedmaintenance schedule.


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Based on the assumption that preservation of the existing rail bed is basic and desirable,it is clear that washouts must be prevented. In order to accomplish this objectiveculverts must remain open to allow the passage of water. This is a task in itself becausemany of the culverts are too small to accommodate snow melt and torrential springthrough autumn rainfalls. The situation is aggravated with the accumulation of fallenleaves, sticks, branches and trees in culvert passageways.

At some locations culverts are not involved, yet beaver activity can result in higherwater levels, saturation of the rail bed, inundation of the line and eventual washout.Although saturation of the bed should not necessarily demand immediate action, thissituation must be monitored. Water levels within a foot of the railroad ties would callfor immediate remedial action. In order to be realistic, a certain level of beaver problemsmust be expected annually and then acted upon accordingly. In past years, a minimumof five conflicts were annually maintained.

Various beaver control techniques were adequately discussed in the Gotie Report(1975). These included live trapping, electric fences, culvert modification and outof season kill trapping. In a personal communication (January 1982) with Region9 Wildlife Biologist Michael Ermer, it was learned that modifications to electric fencesand bleeders have proven beneficial. In addition, biologist Ermer suggested that theconstruction of fences upstream from a culvert would force beavers to build damsaway from the rail bed.

Since 1975, a few chemical repellents have been developed with reportedly limitedsuccess, but Wildlife Unit personnel currently have not used these. Dynamite however,has been used successfully by regional staff to discourage beaver activities includingthe removal of dams and in some cases, their lodges. In most situations, beavers willnot rebuild a dam after one or two explosions of the flooding structure. Furthermore,destruction of the lodge can be accomplished without killing the occupants if timedappropriately. The use of dynamite would probably be the most cost effective techniquein minimizing beaver conflicts with the previously stated objective in mind. It mustbe remembered that these various control techniques whether used individually orcollectively, are not absolutely effective.

Special trapping seasons do not appear as viable alternatives because of limited access,inability to delineate a recognizable boundary and the magnitude and proximity ofadjacent beaver habitat. On the other hand, the trapping of beavers along the railwaymust be promoted.

Preventing beaver problems from occurring must be an integral part of managing beaversalong the line. Replacement of small culverts with larger ones, or with bridges, are


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preventive measures. Rehabilitation of washouts with larger fill material will providea stronger, more lasting base.

It is noted that permission from private landowners to implement any control techniqueon their land will be required.

J. WILD, SCENIC AND RECREATIONAL RIVERS

The classifications of those rivers adjacent to the Corridor under the Wild, Scenic and Recre-ational Rivers System Act (Article 15, Title 27 of the Environmental Conservation Law)are listed in Appendix 11. Guidelines for the various river classifications are specified inthe Adirondack Park State Land Management Plan.

K. FIRE MANAGEMENT

1. Fire Plan

A rail developer will be required to prepare a fire plan for the segments of the Corridorto be occupied by rail services. The plan will address the potential for forest fires,especially in the more remote areas where the containment of even a small fire canrequire a major effort. The following considerations should be included in the plan:

2. Right-of-Way Clearing

The Corridor right-of-way must be maintained in a manner that is consistent with existinglaw. Although DEC no longer requires the clearing of a right-of-way as a fire preventionmeasure, it does require that any brush cut along the right-of-way be treated in anacceptable manner pursuant to Section 9-1105 (4.) of the Environmental ConservationLaw (ECL) which reads;

"In any of the fire towns, or in any town included in the fire district as definedin subdivision 2 of Section 9-1109, brush, logs slash or other inflammable materialshall not be left or allowed to remain on land within 25 feet of the right of wayof a railroad..."

The rail developer may decide to clear most of the width of the right-of-way for purposesof maximizing visibility and protecting the rail bed. On Corridor segments where trainswould not be running, the width of the clearing needed to maintain the bed for trailpurposes would be less.

Cut material must be dealt with in a manner that addresses both fire prevention,environmental, and aesthetic issues. Available options regarding brush treatment are


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to remove the brush as the law requires or to chip the material, being careful to depositit as uniformly as possible and not in large piles. This will lower the flammability ofthe material, thus dramatically lessening the likelihood of a fire.

If APA, DEC and DOT concerns can all be addressed, the use of chemicals for stumptreatment and possibly a foliar follow up application should be considered.

3. Fire Patrol

A fire patrol behind trains operating during periods of high fire danger is a must, especiallyin the more remote areas. Such a patrol can consist of an observer in a speeder ora high-rail vehicle with forest fire control equipment available. Such patrols must operateat a distance behind the train that will insure that all fires will be easily detected andsuppressed. Training for railroad personnel can be received from the local DEC ForestRanger.

4. Fire Suppression

According to ECL 71-0715, "The fact that a fire originates upon the right-of-wayof a railroad shall be prima facie evidence that the fire was caused by the negligenceof the railroad company." The law can be used to recover the costs of fire suppressionfrom a railroad operator or contractor.

L. ADMINISTRATION

The existing DOT-DEC planning team will continue to serve as the State representativesresponsible for the continuing administration of the Remsen-Lake Placid Corridor.

M. STAFFING

Additional DOT and DEC staff will be needed to meet ongoing Corridor maintenance andlaw enforcement responsibilities. DOT position needs will include persons experienced inengineering, design and inspection.

Additional DEC Bureau of Preserve Protection and Management staff will be required tohandle daily administration of the Remsen-Lake Placid Travel Corridor in addition to existingForest Preserve management responsibilities. Additional personnel will be needed to supple-ment existing ranger districts commensurate with the increase in law enforcement requirements.In order to perform adequate trail maintenance and to remove brush and blowdown, a full-timeyear-round DEC trail crew will be needed, consisting of a labor supervisor and three laborers.


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The Bureau of Fish and Wildlife presently has a diverse and challenging plan of action thatwill benefit wildlife resources and the People of the State of New York. In essence, everypotential workday is planned, including days for assisting landowners, businesses, governmentalagencies, institutions and other citizens in resolving conflicts with wildlife and for the handlingof nuisance beavers. Based on past records of performance it is unlikely an additionalmaintenance operation with the dimension of the Remsen-Lake Placid Corridor could behandled without causing severe public discontent. It is recommended that additional permanentor temporary staff be committed to handle this workload. The land use objective and degreeof bed preservation desired will determine the number of people needed and length of em-ployment period.

N. FOREST PRESERVE INTERPRETATION AND PUBLIC EDUCATION

The Remsen-Lake Placid Travel Corridor has the potential of being an excellent aid to educationabout the environment, history and social value of the Adirondack Park. Through a combinationof viewing the Corridor from a train with on-board audio or from a snowmobile with accessto educational brochures, a message about the value of the Forest Preserve to the peopleof the State of New York can be provided.

1. The slogan for the Forest Preserve's 1985 centennial was "Heritage of thePast...Stewardship for the Future". A large part of that stewardship responsibilityis to educate the public who owns nearly half of this vast park. To inform the peopleof the State of New York about the Adirondack Park's intrinsic values is a moralobligation to our forefathers and to our grandchildren. Those not physically able toget into the back country are penalized by their inability to enjoy their heritage. Therest of us should provide a way for them to do so. This is a moral obligation to theelderly and to the disabled.

The Adirondack backcountry is a State treasure without equal and it should be seento be fully appreciated. Maintaining a large, informed constituency for the Park isimperative to the continuation of this wonderful heritage. If people aren't aware ofthe Park's significance, they won't support it, either conceptually or financially.

It is true however, that multitudes of people will destroy the very values of the wildernessthat they seek, just by their numbers. An expanding population has placed greatdemands on the Park and in some areas, it is literally "being loved to death". If itbecomes a reality, the Adirondack Railroad would be a means by which large numbersof people could see wild lands and not destroy them in the process. The train couldgive many folks a view of how special the Adirondack Park is without any effect onthe environment. This should instill in them a desire for its continued protection. Thevalue of a tourist train has been demonstrated locally by the Adirondack CentennialRailroad (now the Adirondack Scenic Railroad.) Over 200,000 people heard about


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the Park and its railroad from an on-board narrative. Tourist lines in other parts ofour great nation haver also shown the ability of a train to be a low-impact means ofeducating many people who otherwise could not see the striking beauty of the Adiron-dacks firsthand.

When Dr. William Seward Webb built his railroad into the mountains in 1892, hewas providing a tool for a better comprehension of New York State's natural treasure.What better way for multitudes of people to experience the Adirondack Park withoutan adverse impact. What better way to build a larger constituency in support of "foreverwild"? What better way to improve the tourism-based economy of areas near therailway than by round-trip recreational packages similar to the ski trains back in theold days?

Trains in the wilderness are steeped in history. The Adirondack Railroad existedwhen the Adirondack Park was created in 1892 and long before some of the areasthat it runs through were classified as wilderness. We should think about the interpretiveopportunity offered by a train ride through the interior backcountry. A re-vitalizedAdirondack Railroad would be an asset to the Forest Preserve concept and a toolto its perpetuation.

2. From the standpoint of the management of Corridor use, it is also important to lawenforcement efforts to post informational signs along the Corridor and to delegatethose organizations representing Corridor user groups to educate their members andto patrol the Corridor. Educating trail users on safe backcountry travel, making surethat good maps of the Corridor and surrounding areas are available with intersectingroads and trails clearly marked, will minimize the occurrence of search and rescueincidents. Suggested wording for Corridor signs can be found in Appendix 26.

O. LAND TITLES AND/OR SURVEYS NEEDED

Survey needs will be an integral part of the documentation process cited above.

P. LAND ACQUISITION

Recreation-oriented public use of certain areas of the Corridor would be enhanced by theacquisition of sufficient adjacent acreage to allow trail use concurrently with the running oftrains. Any properties available for sale that would improve access to the Corridor for specificpurposes, or which would enhance the Corridor's recreational potential, should be acquiredexpeditiously as funds allow. Acquisition of any historic structures now in private ownership should be initiated with willingsellers. A detailed acquisition plan will not be prepared until after the full rail developmentpotential of the Corridor is realized.


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THENDARA STATION...IN THE OLD DAYS

Q. SLMP TECHNICAL AMENDMENTS

The existing classification of the Remsen-Lake Placid Corridor as a "travel corridor" willaccommodate the types of development included in the preferred alternative, including avariety of recreational trail uses. DOT, DEC, and APA currently support the retention ofthe travel corridor classification. In the event that an acceptable rail proposal is not receivedfor some segments of the Corridor during the rail marketing period, the issue of Corridorclassification would become important.

The absence of rail uses from the Corridor would increase its value as a long-distancesnowmobile, bicycle, and foot trail. Because a multi-use recreation trail is important to NorthCountry tourism and economics, it would not be desirable to allow the Corridor to revertto the classification of adjacent Forest Preserve units. It is likely that reclassification wouldresult in wilderness designation for a number of Corridor segments. Since the use ofsnowmobiles and bicycles is prohibited in wilderness areas, the Corridor's unique value asa major snowmobile and bicycle trail would thereby be destroyed.

The description of the travel corridor classification in the APSLMP refers to the railroadright-of-way in terms of a mass transit situation similar to roads and highways rather thana recreational facility. The travel corridor description should be amended to more clearlyreflect the recreational theme of the management that would be pursued on the Corridorif rail options fail to materialize. As an alternative, another classification should be addedto the APSLMP to reflect recreational use of the Remsen-Lake Placid Corridor insteadof major transportation use.


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VI. ENVIRONMENTAL SETTING (INCLUDING AN INVENTORY OFNATURAL RESOURCES AND FACILITIES)

A. NATURAL RESOURCES

1. Physical

a. Geology and Soils

Geologists explain that the Adirondacks were formed approximately 1100 millionyears ago during the Precambrian period. Dynamic geological processes suchas submergence beneath the sea, sedimentation and crustal sagging, volcanism,metamorphism of pre-existing rocks, deep erosion and re-submergence wereall involved in forming the Adirondacks. Intense pressure and high temperaturescaused re-crystallization of rock into metamorphic types, including granite, thecommon bedrock in the area.

During the ice age, approximately one-half million years ago, a moving ice massground and scoured the bedrock, eventually shaping the mountains and formingu-shaped grooves or valleys in between. As the ice retreated northwardapproximately 9000 years ago, it left behind an irregular cover of rock rubble.Sand and stone settled out and formed natural dams as the ice receded andwhen these filled with melt water, newly-formed lakes and ponds dotted theAdirondack landscape. Since this early structuring of the Adirondacks, vegetationhas gradually reclaimed the land and has helped evolve the present forestecosystems, including the contribution of humus to today's soil structures.

The glacial ice deposited a heterogenous mixture of stone, gravel, sand, siltand clay which is called glacial till. Common minerals include quartz, feldspar,mica and hornblende.

More specifics about the geology and soils in areas adjacent to the Corridorcan be found in management plans for adjoining Forest Preserve units.

b. Terrain

The Adirondack Railroad was constructed through several familiar habitatsof northern New York State. Track was laid on exposed bedrock as wellas sandy shallow soils. In some instances, 36 inch or smaller pieces of culvertpipe have supported the tonnage and at the same time allowed slow movingstreams to flow. Still, in other instances bridges were built to allow a train tocross larger streams and rivers. In many other situations tons of gravel, cindersand rock were used to provide a base through wetland areas.


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c. Water

The lakes and ponds located adjacent to or near the travel corridor offer scenicvariety as well as opportunities for canoeing and fishing. There are 53 pondedwaters with surface areas greater than five acres within one-quarter mile ofthe old rail line. Of these 34 may be accessible from the Corridor, either bycanoe from intersecting navigable streams, by road, trail, or bushwhack acrossForest Preserve lands, or because their shoreline lies within the Corridor's bound-aries. Appendix 10 gives ponded water access and ownership characteristics.Some of the waters which are technically accessible are wholly within privateownership and their accessibility to the public is a subject of ongoing legalcontroversy.

The rolling country through which the Corridor passes is interlaced with numerousrivers and streams. A number of them cross the Corridor or follow it for awhile, revealing striking scenery. As discussed later, several of the low-gradientstreams near the Corridor have been dammed by beaver. Though the expansiveflows thus created open attractive vistas through the forest, beaver activity hasled to washouts which continue to threaten the physical integrity of the Corridor.

A number of the streams which cross the Corridor or run near it have beendesignated as parts of the New York State Wild, Scenic and Recreational RiverSystem. (See Appendices 11 and 12). In some cases, a stretch of river hasreceived a less restrictive designation because of its proximity to the Corridor.

Adirondack Park State Land Master Plan guidelines for the management ofscenic and recreational rivers and their delineated corridors will be adheredto in the management of affected sections of the travel corridor.

d. Wetlands

A railroad must take a route with minimum rise and fall. In Adirondack country,the areas most likely to be truly level are often occupied by wetlands. Naturallytherefore, a large proportion of the Corridor was built through the extensivewetlands which are abundant in the western Adirondacks. The character ofthese wetlands ranges from the broad, open expanses of sedge meadows tothe densely forested spruce-fir swamps, many of which serve as deer winteringareas.

The Corridor passes through wetlands which typically possess great ecological,aesthetic, recreational and educational value. In their capacity to receive, storeand slowly release rainwater and meltwater, wetlands protect surface water

-|- ENVIRONMENTAL SETTING -|-

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resources by stabilizing water flow and minimizing erosion and sedimentation.Many natural and man-made pollutants are removed from water entering wetlandareas. Because they constitute one of the most productive habitats for fish andwildlife, wetlands afford abundant opportunities for fishing, hunting, trappingand wildlife observation and photography. They serve as important habitatfor a number of wildlife species. For the traveler, the expansive open wetlandareas adjacent to the Corridor provide wide vistas in contrast to the dense forestlands through which the Corridor passes for most of its length. Therefore, al-though water levels along the Corridor must be controlled in order to protectthe rail bed, control activities must be performed with sensitivity to wetlandvalues.

The Adirondack Park Agency has mapped the wetlands in the parts of Essexand Hamilton Counties within the Adirondack Park. In general, all wetlandsat least one acre in size were mapped and smaller wetlands were included ifthey were contiguous to streams or ponds. The maps are available for referencein the formulation of management decisions for the sections of the Corridorwhich pass through those counties. For the rest of the Corridor within the Park,wetland photo-enlargements are available as a preliminary reference.

DEC has regulatory jurisdiction over wetlands more than 12.4 acres in sizealong the section of the Corridor outside the Park. The wetlands of OneidaCounty, which entirely encompass that section, have been mapped and areavailable for reference in DEC Region 6 offices.

A large number of the wetlands adjacent to the Corridor have been createdor augmented by the activity of beaver. The maintenance of the rail bed requiresclearing of culverts plugged by beaver. Ponds which threaten the rail bed needto be lowered by removing beaver dams, some of which are located off theCorridor on private or Forest Preserve lands. Whenever the draining of pondedwaters is contemplated for the maintenance of the rail bed, the AdirondackPark Agency will be consulted for permit requirements and wetland protectionrecommendations.

In attempting to accommodate both rail and non-rail uses of the Corridor, onealternative to allowing foot traffic on the rail bed concurrently with an approvedrail use is to construct a trail parallel to the rails and separated a safe distancefrom it (ideally at least 10 feet). Unfortunately, one of the major impedimentsto such construction is the proximity of wetlands to the rails. There are fewCorridor sections of any length where a trail could be located that would notrequire the construction of dry tread facilities such as bridges or boardwalks,or the deposition of large amounts of fill material. While small wet areas may


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be bypassed by routing the trail off the Corridor and onto adjacent ForestPreserve lands, such opportunities on private lands may be limited by theunwillingness of landowners to accommodate trail users. In any case, theabundance of wetlands in the vicinity of the Corridor presents a major challengeto the prospect of parallel trail construction.

2. Biological

a. Vegetation

In the past, vegetation surrounding the Corridor has existed in forms varyingfrom lowly lichens and mosses to hardwood and softwood tree species. Duringthe 1800's, portions of the forest covertype along the Remsen to Lake Placidline was altered by fire caused by both nature and man. The area was besetby lightning and spark-producing locomotives. The inflammable debris andslash that was left in the wake of logging added sufficient fuel to cause a severefire hazard in some sections. Accordingly, many areas are presently in the earlystages of forest succession. These stands contain trembling aspen Populustremuloides, black cherry Prunus serotina, white birch Betula papyriferaor white pine Pinus strobus.

Sub-climax to climax forest cover along the Corridor consists of typicalAdirondack forest types composed of a mix of American beech Fagusgrandifolia, sugar maple Acer saccharum, red maple Acer rubrum, blackcherry, yellow birch Betula alleghaniensis, red spruce Picea rubens, hemlockTsuga canadensis, tamarack Larix laricina, northern white-cedar Thujaoccidentalis and balsam fir Abies balsamea. The percentage of softwoodcomponent increases at lower elevations and along stream banks. Alders, willowsand marsh grasses commonly occur in floodplain and swampy areas in the vicinityof the line.

Forest covertypes as identified by the Society of American Foresters aredescribed in Appendix 2.

Timber management occurs only on private land within the Park due to theNew York State Constitution's prohibition of tree cutting in the Forest Preserve.

The New York Natural Heritage Program maintains records of rare plants,animals and natural communities within the State. According to Natural Heritagerecords, an occurrence of Pickering's reedgrass (Calamagrostis pickeringii)was found at one location within one-half mile of the Corridor near the hamletof Big Moose. Pickering's reedgrass is classified as rare on New York's list


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of protected native plants. No other plants on New York's list of protectednative plants, nor any plants federally classified as endangered or threatenedare known to exist within one-half mile of the Corridor.

b. Wildlife

Typical central Adirondack wildlife species inhabit the forest community adjacentto the Corridor, presumably at levels consistent with other areas of the park.Specific species occurrences can be found in appropriate unit managementplans for adjacent Forest Preserve Units. A general listing of mammals in thearea is as follows:

Common Mammals

Black Bear Ursus americanusWhite-tailed deer Odocoileus virginianusCoyote Canis latransRaccoon Procyon lotor Otter Lutra canadensis Beaver Castor canadensisMink Mustela vison Varying hare Lepus americanus Red squirrel Tamiasciurus hudsonicus Eastern chipmunk Tamias striatus Porcupine Erethizon dorsatum

Less Common Mammals

Bobcat Lynx rufus Red fox Vulpes vulpesGray fox Urocyon cinereoargenteus Muskrat Ondatra zibethicus Fisher Martes pennanti

Some of the many species of birds that occur along the route are listed below:

Common Birds

Ruffed grouse Bonasa umbellus American woodcock Scolopax minor Wood duck Aix sponsa American black duck Anas rubripes


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Mallard Anas platyrhynchos Common loon + Gavia immer Great blue heron Ardea herodias

Less Common Birds

Gray or Canada jay ++ Perisoreus canadensisTurkey vulture ++ Cathartes auraNorthern raven + Corvus coraxOsprey * Pandion haliaetus

Abundance Unknown

Marten Martes americanaMoose Alces alces Bald eagle ** Haliaeetus leucocephalus

Special concern species - NYS + Scarce ++Threatened *Endangered species - NYS and USDI **

Aspen, birch, beech, maple, alder, balsam fir and hemlock are some of thespecies that have been used by wildlife, especially beavers for food, dam andlodge construction. Although timber cutting on State land in the Park is Consti-tutionally prohibited, the manipulation of land and forests on private land is consid-ered beneficial for beavers.

c. Fisheries

Detailed inventories of the lakes, ponds and streams along the old rail line canbe found in the various management plans for the adjacent Forest Preserveunits. These inventories list the waters by name and number and detail waterquality, fish species present and fisheries management considerations for thosewaters within the unit.

d. Endangered and Threatened Species, Species of Special Concern, and OtherUnique Species

The records of DEC's Bureau of Wildlife and the New York Natural HeritageProgram were consulted for the purpose of identifying listed species near theCorridor. The search was confined to a zone defined as the area within one-half


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mile of the Corridor on both sides. Following are the only species for whomrecords of occurrence within that zone were found:

! Endangered Species

The round whitefish, found on the New York State Endangered SpeciesList is known to inhabit a pond which is adjacent to the Corridor. Thebald eagle is classified as endangered by both the U.S. Department ofthe Interior and New York State. Although no bald eagle nesting sitesare known to exist near the Corridor, eagles are known to winter ona lake adjacent to the Corridor.

! Threatened Species

The osprey is a threatened species which has been found close to theCorridor. Although the osprey population in New York State declinedalong with other raptors in past decades, it now appears to be risingnaturally. According to information gathered during DEC's ongoing annualosprey surveys, four nest sites within one-half mile of the Corridor wereactive in 1994. Another four sites within one-half mile were active inthe past.

The spruce grouse is another threatened species which may occur nearby.It was last spotted within one-half mile of the Corridor in the Town ofLong Lake in 1979.

The New York Breeding Bird Atlas (see Appendix 13) indicates thatthe northern harrier was a confirmed breeder, and the red-shoulderedhawk was a probable breeder within the sample blocks through whichthe Corridor passes. It is not known whether these threatened specieshave actually nested within the one-half mile zone.

! Species of Special Concern

The common loon is a species of special concern that nests in the vicinityof the Corridor. In 1978 and 1979, researchers from the SUNY Collegeof Environmental Science and Forestry and DEC conducted an extensiveloon survey. DEC performed a follow-up study in 1984 and 1985.The Adirondack Loon Preservation Project, a volunteer monitoringprogram sponsored by the Audubon Society and the Adirondack Council,gathered data from 1983 to 1985. According to information compiledin the three projects, loons have nested on 13 lakes and ponds that are


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either located within one-half mile of the Corridor or, though they arefarther away, are linked to the Corridor by navigable water. More recentinformation about the breeding status of loons near the Corridor is notavailable.

New York Breeding Bird Atlas records reveal that the common raven,Cooper's hawk, and eastern bluebird were confirmed breeders withinthe sample blocks which include the Corridor. The grasshopper andvesper sparrows , the black tern and the common nighthawk areprobable breeders.

Except for the bald eagle, none of the species mentioned above arefederally classified as endangered or threatened.

e. Significant Habitats

Areas within one-half mile of the Corridor which have been identified as importantwildlife habitats and are on file with the Bureau of Wildlife include:

! Deer Wintering Areas - The Corridor passes through twelve deerwintering areas.

! Osprey Nesting Areas - Four active and four historic osprey nestingsites have been discovered on ponds near the Corridor.

! Common Loon Nesting Areas - Thirteen ponded waters near theCorridor have supported breeding loons.

! Spruce Grouse - The Corridor passes through stands of tamarack knownto be important to the survival of this threatened species.

! Round Whitefish - This endangered species inhabits a pond adjacentto the Corridor.

3. Unique Areas

The Remsen-Lake Placid Corridor is considered unique because it passes throughthe diverse landscapes of the western Adirondacks. The scenic, ecological and recre-ational attributes of this panorama are enriched by an abundance of lakes, ponds,streams and wetlands. Although relatively narrow, the Corridor provides naturalaesthetics unique to the varied ecosystems along its 119 mile length. The compositeis striking due to the sum of its parts.


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B. MAN-MADE FACILITIES

1. Trackage

The rail on the Corridor primarily consists of 105 pound (per yard) steel stock fromRemsen to Saranac Lake (109 miles). Ninety (90) pound rail runs between SaranacLake and Lake Placid. All of the rail is at least 60 years old. There are approximately360,000 railroad ties on the Adirondack line. Ties on the route average 30 yearsof age with the exception of the 29,700 ties installed between 1978-1980.

2. Stations

Old railway stations which are currently in State ownership are the Nehasane, RayBrook and Saranac Lake stations. The others that still exist are in private ownership.The Thendara Station is leased as a base of operations for the Adirondack ScenicRailroad. It is also used for a museum (Adirondack Park and Railroad), gift shopand volunteer lodging. The Lake Placid Station is owned and operated by the EssexCounty Historical Society for museum purposes. Efforts are underway to set up amuseum at the Saranac Lake Station also.

See Appendix 6 (Consolidated Structure Inventory Listing) for locations of stationsand other buildings on the Corridor.

3. Bridges

Bridges on the route range in length from 16 feet to 250 feet. See Appendix 6 forlocations of these bridges and a multitude of culverts. Most of the bridges are originalstructures and are generally in good condition for their age. (See ANCA report fordetailed information).

4. Crossings

There are many public and private crossings ranging from individual driveways toprivate land to highways traversing the Corridor. Some of these are active underpermit from NYSDOT, others are lacking permits or are not being used. Some aremajor highway crossings where the tracks have been removed from the highway right-of-way during past maintenance. See Appendix 6 for locations of these crossings.

C. PUBLIC RECREATIONAL AND INTERPRETIVE OPPORTUNITIES


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The following are suggested desirable recreation opportunities which could be consideredfor integration with rail options during the Request for Proposals process included in thePreferred Alternative.1. Forest Preserve Unit Management Plan Recommendations Regarding the

Remsen-Lake Placid Corridor.

a. Horse Trails

Equestrian use of the railroad has a couple of interesting possibilities. First,sections of the Corridor itself have value as a horse trail system. Second, theHa-De-Ron-Dah Wilderness Revised Unit Management Plan states "Thereis also interest in possible future connection with the Otter Creek Horse Trailcomplex and the Remsen-Lake Placid Corridor."

b. Recommendations From Forest Preserve Unit Management Plans

(1) As stated previously, recommendations from the Draft Black River WildForest Unit Management Plan include extension and improvement ofthe Nelson Lake Road (approximately .3 mile) and utilization of theAdirondack Railroad bridge over the Middle Branch of the Moose Riverto give better ingress to the Nicks Lake-Nelson Lake snowmobile andfoot trail systems and for canoe access to the Moose River.

2. Snowmobiling

In addition to the Corridor's cited value as a long distance snowmobile route, thereis concern for construction of a parallel snowmobile trail from Big Moose to the hamletof Beaver River. This would alleviate difficulty regarding early winter access to residentsof the hamlet of Beaver River. This historic problem involving public snowmobilingand access to an isolated community has been discussed in the past, but has not beenresolved. The Black River Wild Forest Unit Management Plan recommends thatDEC explore, with the Town of Webb, the possibility of connecting their snowmobiletrail (#2) which runs parallel to NYS Route 28, with the Nelson Lake Trail Systemutilizing existing woods roads and the railroad corridor.

3. Bicycling and Multi-Use Trails

The Bicycle Master Plan for the Adirondack North Country Region of New YorkState indicates that bicycle transportation use of the Corridor would be significantin the Lake Placid-Saranac Lake-Tupper Lake area, where bicycle routes are confinedprimarily to high traffic volume roads. Recent ISTEA funding will provide for renovationof the Saranac Lake Union Depot as a regional recreation/ transportation center.


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This facility could operate as a ticket center for rail travelers, and enhance existingpedestrian, hiking, biking, cross-country skiing, and snowmobile trails. The DepotStation is the core of a Scenic Byway system in northern New York. From LakeOntario on the west to Lake Champlain on the east and from the Mohawk Valleyto the Canadian border, the North Country scenic byway system offers residents andvisitors enjoyment and satisfaction in peaceful surroundings. Scenic byways intersectthe rail line in at least four locations, providing significant tourism promotion potential.

4. Additional Recreational Opportunities

Specific recreational opportunities, in addition to hunting and fishing, between Remsenand Lake Placid that could benefit from rail access are numerous. The possibilityexists for expansion of the existing Adirondack Scenic Railroad in both directions.Timing with scheduled trains could offer unique possibilities for controlled campingand point to point or loop trip canoeing, biking and hiking. Ticket sales would offera means to regulate any current or future overuse situations. Options include thefollowing:

a. Granny Marsh (hiking, interpretive) BLACK RIVER WILD FOREST(BRWF) - approx. 2 1/2 miles, currently bushwack (Cohen Rd.)

b. Brewer Lake (hiking, fishing) BRWF - trail to Brewer Lake per BlackRiver Wild Forest Unit Management Plan per above - approx. 2 miles.

c. McKeever Trail (hiking, bicycling) BRWF - Old McKeever Truck Trail(South Branch Trail in Black River Wild Forest Unit Management Plan)provides access to several miles of hiking opportunities per BRWF UnitManagement Plan, including Remsen Falls on the South Branch MooseRiver.

d. Nicks Lake-Nelson Lake Trail Complex (hiking, canoeing, camping,Nicks Lake Campsite) BRWF - Several miles of loop trail hikingopportunities on the Nicks Lake - Nelson Lake snowmobile and foot trailsystems per above. A short bushwack north of the Iron Bridge wouldneed layout and construction to tie in with the Nicks Lake system.

e. Lock 'N Dam - PRIVATE (Historic and Forest Preserve interpretive site,possible day use picnic area) - This locally historic site is immediatelyadjacent to the Corridor across the Moose River from the Black RiverWild Forest - Acquisition of this parcel if it becomes available is recom-mended. This is consistent with recommendations in the Final Black RiverWild Forest Unit Management Plan.

f. Big Otter Trail (Equestrian, hiking, camping) HA-DE-RON-DAHWILDERNESS - Recommendations in the Ha-De-Ron-Dah WildernessRevised Unit Management Plan per above regarding expanded horse trailconnections. Opportunities also exist for "wilderness" hiking and camping.


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g. The segment of the North Branch of the Moose River that runs parallelto the Corridor north of Old Forge offers excellent flatwater opportunityfor a summer canoe trip. Purchase of the appropriate property (or aneasement) for a flagstop would link the Corridor with the river, perhapsnear Moulin Mountain. This, combined with an operating train, wouldprovide access for canoeing down the North Branch to its intersection withthe Middle Branch in Old Forge, then down the Middle Branch to theThendara Station parking lot. This is an easy trip with enough water forsummer paddling, with one portage below the Thendara Golf Course at arapid which would likely have insufficient water.

h. Safford Pond (hiking, fishing) FULTON CHAIN WILD FORESTAccess to Safford Pond area - approx. 5 miles.

i. Big Moose to Buck Pond to Carter Station (Interpretive, tourism,hiking, fishing, possible bicycle trail)

j. Norridge Trail (hiking, camping) PIGEON LAKE WILDERNESSWilderness hiking and camping - Beaver River to Twitchell Lake, approx.3.75 miles.

k. Stillwater Reservoir - FIVE PONDS WILDERNESS - INDEPEN-DENCE RIVER WILD FOREST (designated camping, canoeing, fishing)

l. Partlow Area (Hiking, Camping) FIVE PONDS WILDERNESS -Possible wilderness hiking opportunities in the Mt. Electra area.

m. Nehasane-Lake Lila-Mt. Frederica - LAKE LILA PRIMITIVEAREA (Interpretive, hiking, camping, canoeing) Dr. Webb's privaterailroad station - Possible canoe trip down the Beaver River to Stillwaterand on downriver to the vicinity of Croghan.

n. A portage between the Bog and Beaver River watersheds would bepossible with the purchase of property (or an easement) to connect theCorridor to Bog Lake and preferably, Clear Pond. From the Corridor, itwould be possible to paddle from Harrington Pond, down HarringtonBrook and into Lake Lila.

o. Hitchins Pond Vicinity - HITCHINS POND PRIMITIVE AREA -Canoe access from the intersection with Bog River, upstream to LowsLake to upper Oswegatchie through system of rivers and portages toCranberry Lake.

p. Horseshoe Lake Area - HORSESHOE LAKE WILD FOREST(Canoeing, camping, fishing) - a short hike to Arab Mt. offers a scenicvista. - A 2 1/2 mile carry to Bridge Brook Pond from the HorseshoeLake Outlet gives access by canoe to Tupper Lake and connection toRaquette River. The Corridor also crosses the Raquette River just southof the Hamlet of Tupper Lake.

q. Floodwood-St. Regis Area - ST. REGIS CANOE AREA - SARA-NAC LAKES WILD FOREST (canoeing, fishing) the only classified


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Canoe Area in the Forest Preserve. Rail access could offer a means tocontrol overuse of this ultimate canoeing opportunity in a wildernesssetting.

r. Lake Placid-Saranac Lake - Bicycle route, fitness path, tourism anddinner train possibilities between Saranac Lake and Lake Placid.

D. TRANSPORTATION LINKS

The southern terminus of the Corridor is at a location near Remsen, N.Y. known locallyas Snow Junction. At this point, the Corridor intersects with an active branch of the Mohawk,Adirondack and Northern Railroad system which runs between Utica and Lyons Falls.There are no other rail connections with the Corridor. NYS Routes 12 and 28 are Statehighways from which the southern segment of the Corridor is accessible. NYS Routes 3,30 and 86 intersect the Corridor's northern reaches. Route 421 leads to the Corridor atHorseshoe Lake. With a few exceptions, the region traversed by the Corridor's centralsegment is inaccessible by public highway. For the hamlet of Beaver River, the Corridorconstitutes the only reliable winter access.

E. LAND USE AND ZONING

Most of the Corridor property is located within the Adirondack Park. According to theAdirondack Park State Land Master Plan, the segment of the Corridor lying within the Parkis classified as a "travel corridor." The Adirondack Park Agency continues to consider theclassification to be appropriate and regards the operation of a railroad as a desirable useof the Corridor property. The recreational trail uses proposed for the Corridor, especiallylong-distance snowmobile use, are also compatible with the travel corridor classification.

Maps showing various State and private land classifications within the Adirondack Parkin the vicinity of the Corridor are found in Appendix 15.

! Local Planning

As indicated in Table III, eleven out of the fourteen communities which include a partof the Remsen-Lake Placid Travel Corridor have engaged in the development of alocal plan. Almost all of the communities also have some form of land use regulation.Towns that have not developed a plan either contain only a small section of the Corridor,or have population centers located at some distance from the Corridor.

There appear to be no major conflicts involving the Corridor identified in the planningefforts of those communities active in planning where the Corridor passes throughmore developed areas. It should be recognized that while local planning efforts havebeen going on for more than 12 years, uncertainty about the future disposition of the


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Corridor has resulted in passive treatment of it in local plans. As opportunities havepresented themselves, local governments have responded. For example, planningdocuments for the Herkimer County Town of Webb in 1985 make relatively fewreferences to the Corridor. The Town Planning Board however, has permitted theshort run Thendara operation. The Village of Saranac Lake Plan (circa 1980) identifiesrecreational trail opportunities along the Corridor.

ANCA has been granted a New York State ISTEA Grant for a TransportationEnhancement Program with the Village of Saranac Lake as the sponsor. The proposalinvolves setting up a transportation/recreation center at the Saranac Lake Union Station.

TABLE III. LOCAL PLANNING PROGRAM STATUS SUMMARY

COUNTY TOWN OR VILLAGE PLAN SUBDIV.ZONING

REG. OTHER NOTES

ESSEX Lake Placid (V)North ElbaSt. Armand

XX

XX

XX N.A.

FRANKLIN Saranac Lake (V)HarrietstownSanta ClaraAltamontTupper Lake (V)

XX

XX

X X

X X

X X

X X

X RecreationUse

N.A.

ST. LAWRENCE PiercefieldColton

XX X

XX N.A.

HAMILTON Long Lake

HERKIMER Webb X X X

ONEIDA ForestportRemsen

XX

X

Given the sparse reference to the Corridor in local plan documents, there is also fairlypassive treatment of the Corridor area in terms of zoning districts. Further, local planshave not documented potential impacts associated with a reactivated Corridor.However, the Corridor management plan will address such impacts, and the developmentof the Corridor will be conducted in consultation with local governments, all of whichare represented on the Citizen Advisory Committee.


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F. COMMUNITY SERVICES

The following community services are both supportive of and are supported by public useof the Remsen-Lake Placid Corridor.

1. Law Enforcement Services

Law enforcement agencies in the areas adjacent to the Corridor include the StatePolice and County Sheriffs. Both have offices throughout the Adirondacks. The NewYork State Police have 24-hour dispatchers at New Hartford (315) 736-0121 andat Ray Brook (518) 897-2000. Village police are available within the bounds of thevarious hamlets. DEC Environmental Conservation Officers and Forest Rangers roundout the list of associated law enforcement personnel.

2. Fire Protection Services

Fire protection is the responsibility of DEC Forest Rangers, paid municipal firemenor volunteer fire fighters outside of the hamlets.

3. Search and Rescue Services

Search and rescue activities in the area are coordinated by DEC Forest Rangers.DEC offices that have jurisdiction along the Corridor are as follows:

NYSDEC Region 5 HeadquartersRoute 86,Ray Brook, N.Y. 12977 (518) 897-1300

NYSDEC Region 6 Sub-Office225 N. Main St.Herkimer, N.Y. 13350 (315) 866-6330

Contact the Forest Ranger's Emergency Dispatch Center which is operational from8 AM to Midnight at: 1-518-891-0235 (If no answer, contact the State Police.)

4. Recreational Facilities

In addition to the Corridor itself which offers potential for diverse recreationalopportunity, adjacent Forest Preserve lands provide for varying types of land andwater-based primitive or unconfined recreational pursuit as discussed throughout thismanagement plan.


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Camping and hiking opportunities abound on Forest Preserve lands adjacent to theCorridor. Many excellent trail guides describing places to hike can be found in localbookstores. Boating, canoeing, kayaking and other water based sports are availableeither from private marinas within the area or on public waters accessible from publicland including the Corridor. Other recreational opportunities include hunting, fishing,horseback riding, rock climbing, swimming and white-water rafting.

Snowmobiling is provided in the Forest Preserve on designated snowmobile trailslocated on public lands classified as Wild Forests. Snowmobiling opportunities existlocally near Old Forge where Town of Webb Snowmobile Trail System Permits areavailable from the Old Forge Tourist Center. Snowmobiling is also active in the Tupper-Saranac-Lake Placid area.

Cross-country skiing and snowshoeing can be found on state land, many town-maintained trails and at the Visitor Interpretive Centers at Paul Smiths (nordic skiing)and Newcomb (snowshoeing). The Jackrabbit Trail connecting Keene with LakePlacid and Saranac Lake offers 25 miles of groomed ski trails. Downhill skiing isoffered near Lake Placid, Tupper Lake and Old Forge.

Developed facilities in nearby hamlets include the Enchanted Forest in Old Forge,the Olympic facilities operated by the Olympic Regional Development Authority inthe Lake Placid area including Mt. Van Hoevenberg and the Intervale Ski Jumps andthe Whiteface Mt. Ski Area and Memorial Highway.

In addition to full time residents, the hamlet areas along the Corridor are a sourceof many second homes for non-residents who spend leisure time in the AdirondackPark. These hamlet areas also offer many tourist accommodations such as restaurants,motels, shops, libraries and museums including the Adirondack Museum at BlueMountain Lake.

5. Volunteer Services

DOT surveyed numerous tourist railroads and railroad museums to find out abouttheir experience with attracting, utilizing and retaining volunteers. The factors whichseem to indicate healthy voluntarism include not-for-profit status, presence of a profes-sional volunteer coordinator, proximity to either population centers or a popular vacationregion and the extent to which the organization emphasizes the historic aspects ofits equipment and operations.

The for-profit operations unanimously rejected the use of volunteers for train operationsor running maintenance of equipment and track. The primary reasons were liabilityinsurance problems and unreliable attendance.


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The not-for-profits did not report these problems to be significant. However, bothtypes of organization reported that the most common use of volunteers was forrestoration of historic equipment and buildings, or as tour guides. The largest differenceof opinion was regarding train operation personnel. Some use nearly all volunteers,others discourage or outright ban them. On the Adirondack Centennial operation,the regular locomotive engineer has been the only non-volunteer member of the operatingcrew.

The survey of volunteer turnout at various tourist railways and museums showed awide variety in use of volunteers as a resource. Under any railroad plan alternativefor the Remsen-Lake Placid Corridor, three of the factors identified above may ormay not be present depending on the details of the organization contemplated, butthe Corridor does have proximity to the Adirondack vacation region. None of thefactors appear to be inherently precluded. It would appear therefore, that a conservativeestimate of 1,000 volunteer hours per year could be expected to be sustainable inthe long term for the sort of tourist train operations contemplated under this alternative.Aggressive management could increase that number by several fold, but only underideal conditions. (See Appendix 20).

6. Utilities

Systems for delivering power and communication utilities to population centers withinthe Adirondack Park and beyond its boundaries ordinarily are confined to existingtravel corridors and utility rights-of-way. Limited segments of the Corridor are currentlyused for utility transmission. Although the potential for the development of utility trans-mission along the Corridor has not been assessed, its characteristic of continuouslinear ownership would make it uniquely suitable for consideration in future planning.

G. ECONOMIC PROFILES OF CORRIDOR COUNTIES

The following economic profiles are included in this management plan to give insight intothe economics of the Corridor counties to assist in determination of impacts.

ESSEX COUNTY

Population

Essex County had a population of 37,152, in 1990, up from 36,175 in 1980. All of thecounty is within the Adirondack Park and much of it is within the State Forest Preserve.As a result, it is sparsely settled with a population density of only 20 persons per squaremile. Following are the principal communities in the county followed by their population:


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Ticonderoga (Village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,770Lake Placid (Village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,485Port Henry (Village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,263


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Income

According to the 1990 Census of Population, median family income in the county was $29,809and 12.3 percent of all county residents were below the poverty level.

Economic Base

Following are the leading sources of employment in the county by economic sector:

Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,043...28.7%Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,800...27.0%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,691...19.1%Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,541...10.9%All Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,003...14.2%

TOTAL 14,078...100.0%

Following are some of the major private sector employers in the county:

International Paper CompanyThe Uihlain Mercy Center, Inc. Moses Ludington Hospital Lake Placid Hilton

Tourism and recreation are major activities in the county, as reflected in the identificationof the service sector as the leading employer. Government employment includes the sportsfacilities operated by the Olympic Regional Development Authority and a number of Statemental health and correctional facilities.

Economic Trends

The seasonal nature of tourism and recreational activity results in substantial fluctuationsin unemployment from the summer to the winter months. However, growth of winter sportsactivities in recent years has helped to dampen this pattern to some degree in recent years.Following are annual average rates of unemployment for the past seven years:

1985... 9.6% 1988... 6.6% 1991... 10.9%1986... 10.3% 1989... 7.9%1987... 7.0% 1990... 7.5%


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From 1980 to 1990, employment in the county rose by 3,242 jobs to 14,078, a gain of29.9 percent. Following are the employment changes in the key economic sectors that contrib-uted to this growth:


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Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 684Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 1,314Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 737Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 19

FRANKLIN COUNTY

Population

Franklin County had a population of 46,540 in 1990, up from 44,929 in 1980. With thesouthern two-thirds of the county within the Adirondack Park, it is quite sparsely settledwith a density of only 28 persons per square mile. Following are the principal communities:

Malone (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,777 Tupper Lake (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,087 Saranac Lake (village) . . . . . . . . . . . . . . . . . . . . . . . . 5,377 (Partly in Essex County)

Income

According to the 1990 Census of Population, median family income in the county was $26,328and 17.7 percent of all county residents were below the poverty level, one of the highestratios in Upstate New York. Economic Base

Following are the leading sources of employment in the county, by economic sector:

Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,846...37.0%Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,025...25.5%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,705...17.1%Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,422...9.0%All Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,813...11.5%

TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,811...100.0%

Following are some of the leading private sector employers in the county:

OWD, Inc. Tru-Stitch Moccasin Corp. Paul Smiths CollegeAmes Department Stores


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In addition to the above, a number of state correctional and mental health facilities are majorsources of employment in the county. Agriculture is important to the local economy, particularlyin the northern part of the county, with dairying the major activity. In 1989, there were 575farms and 154,700 acres of farm land. Economic Trends

Franklin County suffers from chronically high unemployment, due in part to the seasonalnature of employment in tourism and recreation. Following are annual average unemploymentrates for the last seven years:

1985... 9.5% l988... 7.8% l99l...l0.8%1986...10.6% 1989... 9.8%l987... 9.4% 1990... 7.4%

From 1980 to 1990, employment in the county rose by 4,325 jobs or 37.7 percent. Followingare the employment changes in the key economic sectors:

Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +1,710Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +1,452Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 942Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 32

HAMILTON COUNTY

Population

Hamilton County had a population of 5,279 in 1990, the smallest in the State, up from 5,034in 1980. The county is entirely within the Adirondack Park and a large proportion is state-owned land within the State Forest Preserve. The overall population density is three personsper square mile, but the small population is clustered in a few hamlets and the only incorporatedcommunity is the Village of Speculator, which has a population of 400.

Income

According to the 1990 Census of Population, median family income in the county was $27,284and 8.7 percent of all county residents were below the poverty level.

Economic Base

Following are the leading sources of employment in the county:

Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 743... 42.5%


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Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376... 21.5%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342... 19.5%Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152... 8.7%Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76... 4.3%

TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,750...100.0%

There are no large private employers in the county and much of the employment is highlyseasonal, being dependent on tourism and recreation, particularly in the summer months.

Economic Trends

Because of the high level of dependence on tourism and recreation, unemployment is relativelylow in the June - September period, but at double-digit levels in remaining months. Followingare annual average unemployment rates in recent years:

1985...11.8% 1988... 8.7% 1991...10.9% 1986...12.0% 1989...1-

1.0% 1987...10.0% 1990... 8.5%

From 1980 to 1990, employment in the county rose from 1,339 to 1,750, a gain of 30.7%.Following are the employment changes over the decade in the key economic sectors:

Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +135Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +101Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +101Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 92Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 25

HERKIMER COUNTY

Population

Herkimer County had a population of 65,797 in 1990, down slightly from 66,714 in 1980.Its density is 46 persons per square mile and population is concentrated in the MohawkRiver Valley in the southern part of the county. Following are the largest communities:

Ilion (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,888Herkimer (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,945Little Falls (city) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,829Mohawk (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,986


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Frankfort (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,673

Income

According to the 1990 Census of Population, median family income in the county was $28,718and 13.1% of all county residents were below the poverty level.


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Economic Base

Following are the leading sources of employment in the county by economic sector:

Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,535... 30.2%Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,476... 24.4%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,433... 18.7%Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,881... 18.7%All Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,007... 10.9%

TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,332...100.0%


Chicago Pneumatic CorporationDaniel Green CompanyRemington Arms CompanyThe Union Fork & Hoe CompanyLittle Falls HospitalJ. E. Morgan Knitting Mills, Inc.

In addition to local sources of employment, many residents of the county commute to jobsoutside the county, particularly in and around the cities of Utica and Rome in neighboringOneida County. According to the 1990 Census, nearly 40 percent of employed residentsof the county work outside the county.

Agriculture is a major land use in the county and dairy farming, a major activity. Accordingto the 1987 Census of Agriculture, sales of farm products in the county exceeded $47 million.

Economic Trends

The county has experienced chronically high unemployment, in part because of long termdeclines in some of its basic industries, and in part because of the highly seasonal natureof employment in the northern portion of the county where tourism is an important activity.Following are annual average unemployment rates for recent years:

1985...9.2% 1988...5.6% 1991...8.3%1986...9.8% 1989...6.7%1987...6.8% 1990...5.6%

From 1980 to 1990, employment in the county declined by 693 jobs to 18,332, a loss of3.6%. Following are the employment changes over the decade for the key economic sectors:


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Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -3,334Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 292Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 888Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 958

ONEIDA COUNTY

Population

Oneida County had a population of 250,836 in 1990, down from 253,466 in 1980. Itsdensity is 205 persons per square miles, but the heaviest concentration is along the MohawkRiver Valley in the south central part of the county. Following are the largest communities:

Utica (city) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,637Rome (city) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,350New Hartford (town) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2l,640Whitestown (town) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,985

Income

According to the 1990 Census of Population, median family income in the county was $32,557and 11.9% of all county residents were below the poverty level.

Economic Base


Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,151... 23.9%Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,480... 22.3%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,920... 18.0%Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,124... 17.2%All Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,478... 18.5%

TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,123...100.0%


General Electric CompanyUtica Mutual Insurance CompanyOneida LimitedMetropolitan Life Insurance CompanyUtica Corporation


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St. Lukes Memorial HospitalSt. Elizabeth HospitalNew York Telephone Company

In addition, Griffiss Air Force Base in Rome is a major source of jobs and accounts forgovernment's large share of total employment.

Agriculture is an important activity, with 1,295 farms and 283,000 acres of farmland in 1989.The county ranks fourth in the State in milk production.

Economic Trends

The county has a history of chronically high unemployment, but jobless rates have held belowstatewide averages during most of the recent recession. Following are annual averageunemployment rates:

1985...6.9% 1988...4.5% 1991...6.7%1986...6.3% 1989...5.0%1987...5.0% 1990...4.3%

From 1980 to 1990, employment in the county rose 16,448 to 105,123, a gain of 18.5%.Following are the job changes over the decade by major economic sector:

Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +5,477Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +6,339Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +4,406Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -3,582Finance, Insuranceand Real Estate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +1,938

ST. LAWRENCE COUNTY

Population

St. Lawrence County had a population of 111,974 in 1990, down from 114,347 in 1980.The county has the largest land area of any county in the state, 2,768 square miles. Thepopulation density is 40 persons per square mile. Most of the population is concentratedin the northern and western parts of the county. Following are the largest communities:

Ogdensburg (city) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,521Massena (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,719Potsdam (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,251


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Canton (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,379Gouverneur (village) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,604


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Income

According to the 1990 Census of Population, median family income in the county was $29,004and 17.2 percent of all county residents were below the poverty level, one of the highestratios in Upstate New York. This is due in part to the concentration of college studentsin the county.

Economic Base


Government . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,244... 28.3%Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,651... 21.2%Retail Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.631... 21.1%Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,040... 16.7%All Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,591... 12.7%

TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,157...100.0%


Aluminum Company of AmericaReynolds Metals CompanyAcco International, Inc. Clarkson CollegeSt. Lawrence UniversityAmerican Computer Assembly, Inc. General Motors Corporation

In addition to the two colleges listed above, the importance of the public sector as a sourceof jobs is bolstered by two branches of the State University of New York, the St. LawrencePower Project (operated by the New York Power Authority), and a number of correctionaland mental health facilities.

Agriculture is an important activity with 1,660 farms and 52,300 acres of farmland in 1989.St. Lawrence leads all other counties in the State in milk production.

Economic Trends

Unemployment in the county has remained high even during the boom years of the 1980's.Following are the annual average unemployment rates for the most recent seven years:


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1985... 8.2% 1988... 7.7% 1991... 9.8% 1986... 8.6% 1989... 9.9%

1987... 7.5% 1990... 7.4%

From 1980 to 1990, employment in the county rose by 5,035 jobs, or 16.2 percent. Followingare employment changes in the key economic sectors:

Government +1,411Services +1,632Retail Trade +2,825Manufacturing -1,242

H. CULTURAL RESOURCES

1. Visual Resources

Looking out from the Corridor, an interesting mosaic of mountains, hills, lakes, ponds,woodlands and wetlands is visible. The variety of interspersed ecosystems providesfor a diverse panorama, ranging from the more open landscapes in the vicinity of theMohawk Valley to the dense forests in the proximity of the High Peaks Wilderness.The route passes through some of the most remote territory in New York State.

The Corridor itself has been a feature of the Adirondack landscape for more than100 years. Though generally well screened from surrounding areas by forest vegetation,it is visible from various elevated vantage points along its winding course. Corridoruses would be especially visible in the hamlet areas served by the line.

Trains have not been seen on most of the Corridor for more than 14 years. But becausethe Corridor has been used as a snowmobile trail without interruption during that time,snowmobiles have been a common sight during the winter months.

2. Historic Resources

On November 5, 1993, the "NY Central RR Adirondack Division Historic District,Remsen vicinity to Lake Placid" was listed on the State Register of Historic Placesby the Commissioner of the Office of Parks, Recreation and Historic Preservation.The property was listed on the National Register of Historic Places on December23, 1993. The historic value of this Corridor and its appurtenant structures adds furthersignificance to its merit as a source of unique recreational opportunity while servingas a prime method of interpretation for the Adirondack Forest Preserve and its historicrailroad. (See Appendix 27)


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Any Federal or State undertaking that could affect the Corridor will be reviewableunder the National Historic Preservation Act or New York State Historic PreservationAct. Consultation with the State Historic Preservation Officer (SHPO), who is theCommissioner of the NYS Office of Parks, Recreation and Historic Preservationwill determine whether the essential historic nature of the property would be impacted.It is not anticipated that track work, even where modern materials and componentsare substituted, would result in a determination of adverse effect. All proposed actionshowever, including any changes to bridges, buildings or other features, would be subjectto review.

3. Sound Environment

The ambient noise levels in the vicinity of the Corridor are relatively high near Statehighways; such as Route 28 in the south and Routes 3, 30 and 86 along the northernreaches, and around hamlet areas like Old Forge, Tupper Lake, Saranac Lake andLake Placid. By comparison, the stretches between the more developed areas, mostnotably the segment between Stillwater Reservoir and Horseshoe Lake, pass throughlarge areas of land where evidence of human presence is rarely heard.

The lack of unnatural sounds is an important part of the sense of solitude which isprized by visitors to the areas of Forest Preserve land which flank the Corridor inmany places. While the sound environment of the Corridor would be less importantto those using rail services and motorized trail vehicles, the sounds of nature, as wellas the absence of artificial sounds, would be considered a positive attribute of themore remote segments of the Corridor by those who would use it for non-motorizedrecreation.

Although the Corridor passes through a number of communities, it usually does notcome into close contact with residential areas. Only in the village of Saranac Lakeare there more than a few residences in close proximity to the rails. There are severaldwellings in Beaver River which are located close to the Corridor, most of whichare second homes.

Outside the hamlets, the Corridor passes through areas with a resident populationof very low density, so that relatively few residences would be close enough to theCorridor to be significantly affected by the noise of trains and snowmobiles. The majorityof the people likely to be affected by Corridor noise on interior segments would berecreational visitors to adjacent Forest Preserve units. The greatest concentrationsof visitors to the Preserve would be found during warm season weekends on andaround popular bodies of water, such as Stillwater Reservoir, Lake Lila, HorseshoeLake and the lakes and ponds of the Saint Regis Canoe Area and the Saranac LakesWild Forest.


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VII. PUBLIC USE OF THE CORRIDOR

The following sections address public use that has occurred on the Corridor since State acquisitionand some basic considerations for future use.

A. CORRIDOR RECREATION

Recreationists visit public lands adjoining the Corridor for camping, boating, fishing, hunting,trapping, snowmobiling and hiking pleasures. Natural resource management and recreationare the major land uses in the vicinity of the Corridor.

The proximity of the Corridor to navigable streams presents a number of opportunities forcanoeists to use the Corridor as an alternative access route. Appendix 12 gives accesscharacteristics of navigable streams near the Corridor.

The Corridor's grade makes it ideal for recreational bicycling, a family-oriented sport whichis gaining in popularity across the Nation. The recently completed Bicycle Master Planfor the Adirondack North Country Region of New York State (BMP) indicates that abicycle trail and fitness path along a significant portion of the Corridor could create a facilityrivaling any in the country for health, aesthetics, environmental education, history and availabletourism amenities. It recommends aggressive development and implementation of a RecreationTrail Management Plan on the Remsen-Lake Placid Corridor. It further suggests a collaborativeeffort between NYSDEC and NYSDOT, NYSOPRHP, regional and local planners, ANCA,ARPS and with the tourism industry in developing the Corridor as a bicycle/hiking trail andan excursion/passenger rail line. This document should serve the function of the suggestedrecreation management plan.

B. SNOWMOBILING

Snowmobilers have used the Remsen-Lake Placid Corridor for many years since the absenceof operating trains. The route was approved for snowmobiling during the 1991-92 seasonby permit and permits have been granted for the 1992-93 through the 1994-95 seasons.Snowmobilers interested in winter use and persons promoting the Adirondack Centennial/ScenicRailroad's summer use have cooperated in Corridor maintenance by eliminating invadingbrush and clearing plugged culverts along the route, demonstrating the compatibility of railand trail uses.

The Final State of New York Snowmobile Trail Plan/Final Generic Environmental ImpactStatement was completed by the Office of Parks, Recreation and Historic Preservation inOctober, 1989. The implementation of this conceptual plan calls for designation of corridorand secondary trails and future development of additional connecting trails and necessaryancillary facilities. The implementation of the plan is contingent on the development of three-yearlocal plans which detail the trail systems of existing and proposed trails. The local plansmust also include necessary environmental reviews.


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Snowmobiles have been used in upstate New York for well over 20 years. In the earlydays, snowmobiles were small, sometimes loud sleds capable of speeds of about 40 milesper hour. Modern snowmobiles are larger, more powerful, faster, and quieter. The newmachines are often used for trips of 100 miles or more in length. Many riders using thesenew machines find the relatively level and straight, open railroad corridor ideal for their use.During the winter, snowmobilers provide valuable support to businesses who cater to tourismand recreationists. For example, there are 500 miles of snowmobile trails at Old Forge,New York and this adds considerably to the winter economy of the area.

Snowmobile maps produced by various clubs and divisions of government indicate areaswhere new routes are needed. Many of the needs can be satisfied by using the Remsen-LakePlacid Corridor.

! The Adirondacks Snowmobile Map published jointly by the seven-counties definesexisting trails from Tupper Lake to Malone and Lake Placid. The portions betweenTupper Lake and Lake Placid and from Beaver River to Thendara are on the Corridorright-of-way.

! The Old Forge & Central Adirondack Trail Map indicates a portion of the railroadbeing utilized as a snowmobile trail.

! The Snowmobile Map published by the Lost Trail Snowmobile Club, Boonville, N.Y.clearly defines area trails that could link with a trail on the railroad corridor, withappropriate acquisitions.

! The Long Lake Snowmobile Club with the aid of Town and County officials, hasdeveloped a trail that will connect to the railroad corridor at Sabattis, New York andproceed via roads and marked trails to Long Lake, New York.

! The Office of Parks, Recreation and Historic Preservation's State of New YorkSnowmobile Trail Plan proposes use of the rail corridor as an important segmentof a north-south, Quebec to Pennsylvania snowmobile route listed therein as Trail#7. Trail #7 is one of the main artery routes listed in the OPRHP plan which intercon-nects the statewide snowmobile trail system. Proposed trail #7 is shown on the Mapof New York State Snowmobile Corridor Trails, 1995-96 published by OPRHP'sBureau of Marine and Recreation Vehicles. (See Appendix 16)

C. ADIRONDACK RAILWAY PRESERVATION SOCIETY

The Adirondack Railway Preservation Society was founded on October 13, 1988 by Harrisand Nancy Dexter, Paul and Sally Smith, and Spartacus DeLia. ARPS was incorporatedon April 14, 1992 and became a non-profit tax exempt 501(C)3 on November 3, 1993.

During 1990, in coordination with an ANCA sponsored feasibility study, and with the helpof Northwest Engineering of Tidioute, Pennsylvania, ARPS applied to have the Remsen-LakePlacid Corridor placed on the New York State and National Historic Registers. This occurred

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with the State Register on November 3, 1993, and for the National Register, on December23, 1993. Currently, ARPS is an organization chartered and incorporated in New YorkState with an eighteen member board of directors, including professionals from many variedfields. Present membership exceeds 1100 persons and organizations.

ARPS played a significant role in joining forces with the Utica & Mohawk Valley Chapterof the National Railway Historical Society to start an excursion train from Thendara toMinnehaha in 1992 (see next Section.) The Chapter had a permit from NYSDOT to operatethe excursion train, and ARPS was granted a permit to perform stabilization projects in orderto keep the physical infrastructure from further deterioration, including damages from washouts.In 1994, the U&MV Chapter turned the excursion operation over to ARPS who spentconsiderable time further developing the excursion train and providing corridor maintenanceprojects.

During 1992 through 1994, the Adirondack Railway Preservation Society, in cooperationwith the U&MV Chapter, ANCA and the NYSCG expended 35,270 accountable personhoursfor both operation of the tourist train and maintenance of the Corridor. Also, $174,068from ticket revenues was directly spent for maintenance and stabilization. Another $30,000was sponsored in the form of a corporate donation by Plumley Engineering of Baldwinsville,NY. In addition, Senator William Sears provided $450,000 through a legislative appropriationmanaged by ANCA. This appropriation funded a $230,000 Gradall brushcutter/ excavator,a feasibility study and various bridge repair work projects. A $900 donation by NiagaraMohawk and an additional $42,770 in materials (fuel, ballast, landscaping, labor, servicesand equipment) has been donated to ARPS to further Corridor rehabilitation. In the springof 1994, ARPS continued stabilization work and spent almost $80,000 derived from fare-boxor donations in Corridor infrastructure repairs and stabilization to protect this unique andhistoric New York State asset.

Stabilization projects throughout 1992 through 1995 have included embankment and bridgerepairs, washout filling, and brushcutting (both manually and with the Gradall.) During thefall and winter, brushcutting was permitted lacking sufficient snow for snowmobiling or otherwinter sports purposes. ARPS continued Gradall brushcutting, eventually clearing heavybrush from Remsen to Thendara, thereby enhancing Corridor safety and contributing tomaintenance and stabilization projects.

Significant past ARPS Corridor improvement projects include;

! A joint effort by ARPS and the Chapter in filling the Indian Brook washout north ofThendara.

! Filling in the hazardous washout at Alder Brook north of Beaver River in 1994 withassistance from the New York Snowmobile Coordinating Group (NYSCG).


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! Repair of track to handle deadhead movements from Snow Jct. to MP 86 at Nehasane,a distance of about 60 miles.

! Repair of track structure from MP 58.3 to MP 53.6 (4.7 miles) to minimum Class1 standards for revenue passenger train operation.

! Cutting of heavy brush and growth from Snow Junction to Thendara (28.8 miles.)! Cutting of brush for access and inspection purposes from Lake Placid to Saranac

Lake (9.5 miles.)! Patrolling and safety monitoring to prohibit illegal speeder and other trespasser activity.! Re-installation of removed track structure in Saranac Lake.! Posting of washout areas as safety hazards.! Professional surveying of washouts and development of repair workscopes.! Inspection of bridge and culvert structures, and stabilization/safety repair! In-progress repair of Kayuta Bridge and a box culvert at MP 40.97 to meet safety

standards.! Monitoring culverts and other drainage to prevent damage to the corridor and adjacent

lands.

D. EXPERIENCE OF THE ADIRONDACK CENTENNIAL RAILROAD

In the spring of 1992, the Utica & Mohawk Valley Chapter of the National Railway HistoricalSociety (U&MVNRHS) proposed to operate a four-mile tourist excursion as a celebrationof two centennials; the railroad and the Adirondack Park. Application to the Departmentof Transportation (DOT) was made on February 6 and a permit was approved on April15. During the same period the Adirondack Railway Preservation Society (ARPS), havingreceived another DOT permit for certain maintenance activities on the Corridor, coordinatedwith NRHS to work together on activities necessary for start up of the tourist train.

Within Herkimer County, the four miles selected extend south from the Thendara station(privately owned and the base of operations) to a point called Minnehaha. In addition tothe availability of the Thendara facilities at no charge, this section was chosen for its lackof any grade crossings or bridges. Also no major washouts occurred between Thendaraand the connection to the active railroad system at Snow Junction (Remsen).

The NYSDOT permits required that the four miles of track be brought into at least ClassI condition (the minimum Federal Railroad Administration standard for passenger operations)and that before any equipment could be moved into Thendara, all bridges had to be inspectedand certified by a licensed Professional Engineer. Some bridges required repair work tosatisfy this condition.

NRHS hired W. J. Riegel & Son, Inc. to perform the necessary track work (including fillingof a minor washout at Minnehaha) and Rig-All, Inc. for bridge work. Many ancillary tasks


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were performed by volunteers or donated services. While the contracted track work wascompleted in mid-June, volunteer work (mostly brush cutting) continued through the summer.

Two locomotives and two coaches were leased at a rate of $3,000 per year each. Theywere brought to Thendara without incident and the equipment was inspected by DOT inearly July.

Start up of public excursions was on July 4, with four round trips daily except Tuesdays.The day off on Tuesdays is used for inspection and maintenance of the track and equipment.Ridership quickly showed the need for more capacity and two more round trips per daywere added within a few days of start up. Soon thereafter it was decided to acquire morecoaches. Two coaches from the same source as the first two arrived in August. Ratherthan being leased, these two cars were purchased for $11,000 each by NRHS with revenuesearned to date.

Fares were $5.00 for adults and $3.00 for children. About two to three adult tickets aresold for each child ticket sold. There was no advertising or promotion other than postersdistributed in the Old Forge area and coverage by newspapers and television news reports.NRHS stated that post-Labor Day ridership was expected to be less than it could havebeen if there had been time to make arrangements for fall tour groups. Such groups comprisea significant portion of the seasonal tourism market in the autumn and most tours are setup and booked by the previous March.

The operation was conducted by a paid staff of two, along with four to twelve volunteersat any one time (out of a larger pool of volunteers). The general manager and station masterwere paid through a contract with P.C. Collins & Co. for $3,000 per month, plus housingin the Thendara Station at no charge. NRHS volunteers worked 2,000 hours throughSeptember 7, 1992 as train conductors, flag persons, gift shop clerks and brush cutters,etc. This was in addition to work associated with start up which included cleaning and paintingof the Thendara Station.

Other operating expenses included 55 to 60 gallons per day of fuel oil and liability insuranceat 8 to 12 percent of gross ticket revenue. The track rehabilitation work was done by Riegelfor $25,000, which was paid by a grant from the Samuel Freeman Charitable Trust. NRHSestimates that the value received from Riegel was approximately $40,000. The differencewas considered to be a donation by Riegel.

Through September 7, ARPS volunteers worked some 4,500 hours, mainly on brush cuttingand clearing culverts. ARPS estimated that about one third of this work directly benefittedthe operation of the tourist train at Thendara. ARPS used loaned or donated equipmentincluding chain saws, boats and hi-rail vehicles, as well as the Town of Webb's chipper.About $1,000 was spent by ARPS on gasoline.


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In addition to the Freeman Grant, NRHS raised start up funds through a $30,000 privateloan at no interest, a $5,000 loan specifically to stock the gift shop and $5,000 of NRHS'own money. Thus, the total start up capital available has been $65,000. (See Appendix17.)

The NRHS permit ran through the end of November, 1992 with the total season ridershipreaching 62,525. NRHS applied to NYSDOT for a permit to run again in 1993 with theride extended south for a short distance to afford passengers a view from the bridge overthe Moose River. They also requested permission to store equipment over the winter atThendara on adjacent private property and to fill the washout at Indian Brook, just northof Thendara. This would allow rail-mounted mechanized brush cutting equipment to reachthe area between there and Beaver River. That work was subsequently accomplished.

On May 8, 1993, the second Adirondack Centennial Railroad year began under permitfrom NYSDOT and this season was also very successful. The volunteer turnout wasexceptional and much new talent was tapped to make 1993 a record breaking year.

A major track program was initiated in May. This contract work which consisted of changingout 1500 crossties, rail changeouts, ballasting and surface work was performed by FrankTartaglia, Inc. of Syracuse, NY. For the second season, the Adirondack Centennial Railroadexpanded operation for another 1700 feet to the south. Passengers were very favorablyimpressed with the view from the Moose River Bridge and the railroad received manycompliments.

During Columbus Day weekend, almost 7,000 passengers rode the train, creating a threeday weekend record which included a daily record of 2,613 persons. During this weekend,the operation performed very smoothly, but the volunteers were exhausted at the end ofthe day. In November when it was over, the record was broken...76,841 people had takenthe ride to Minnehaha during the second year.

In 1993, the Adirondack Centennial Railroad increased passenger train miles (calculatedby multiplying the number of passengers hauled in a month by the number of miles hauled)by 38.5% over 1992. Even taking into account the fact that operations started two monthsearlier in 1993, all months showed increases over 1992. A strong push was made to promotethe November weekend trips and Santa Claus Specials in the last weekend of Novemberand this proved very successful in greatly increasing the November ridership figures.

All aspects of revenue increased substantially in 1993 versus 1992, showing a strongperformance by the operation in a time of economic recession. Closing of Griffiss Air ForceBase in Rome, N.Y., a weak economy in the surrounding region, and a moderate touristseason in the Adirondacks heightened the importance and marketability of the excursionrailroad.


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In 1994, the Centennial Railroad became the Adirondack Scenic Railroad under directionof ARPS. Ridership figures through July of the third season ran about parallel to 1993 forthe same period. Compared to the previous season, ridership moderated during the fallof 1994, but the season passenger total was still a substantial 59,525 passengers. Duringthe 1994 season, a total of 14,163 labor man-hours were volunteered, devoted to Corridormaintenance and tourist excursion operation. During a year when local business was off5-28%, the rail excursion continued a strong ridership. In fact, revenues were at recordlevels. The operating season continued with the popular Santa Claus trains in the last weekof November, proving the train is capable of a tourist draw from the Syracuse/MohawkRegions even in the "off season", strengthening tourism and extending the tourist season toa certain extent. ARPS expanded the Adirondack Scenic Railroad's tourist operation toCarter Station for the 1995 operating season, opening an additional 6 miles of the Corridorto tourist operation.

E. TRESPASS

The laws of New York State regarding trespass onto railroads extend back to the earlypart of this century. With little exception, it is considered trespass to enter onto railroadproperty.

Section 83 of the Railroad Law has been interpreted as prohibiting the creation of a publicway along the tracks even if desired by the railroad. These requirements would be satisfiedonly if the railroad were physically separated from the trail. Section 2404 (c) of the Vehicleand Traffic Law prohibits ATV operation on the track or the right-of-way of an operatingrailroad. The State through its membership in Operation Lifesaver makes a considerableeffort to warn the public of the dangers of being on or near a railroad. Nationwide, accidentsinvolving trespassers and private crossings are surpassing the number of accidents at rail-highway crossings. Too often, these accidents are a result of seemingly innocent activitiessuch as strolling along the tracks.

F. CURRENT MANAGEMENT, MAINTENANCE AND USE OF THE CORRIDOR

Interim management of the Remsen-Lake Placid Corridor is under the direction of NYSDOT,Regions 1, 2 and 7, and NYSDEC, Regions 5 and 6. The planning process and necessarydecisions are effected by an interdepartmental planning team. Currently, public use of theCorridor is by permits issued by DOT.

1. Use of the Corridor by Permit or License

The Remsen-Lake Placid Corridor is traversed by a number of public and privateroadways. The public rail/highway crossings have been established pursuant to RailroadLaw and alteration to these crossings is regulated by the DOT. Farm crossings, which


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include forestry access roads, are also governed by Railroad Law. Reasonable accessmust be provided to farms divided by a railroad. In the case of public and farm cross-ings, the law treats an active and an inactive railroad in the same manner.

Private rail/highway crossings may also be provided to industry, individuals, farmsand other users of adjacent lands. These crossings are provided by license or permitfrom the railroad. In the case of the Remsen-Lake Placid Corridor, the State of NewYork in absence of an operator, is the railroad as well as the owner. The State willcontinue to administer crossing permits after an developer is selected.

In addition to highways, there are numerous pipes, cables and wires that traversethe Corridor (See Appendix 7). These crossings should be the subject of licenseagreements between the railroad and the owner of the service line. Fees may be duethe State as a result of some of the license agreements.

At the time of this writing, the State of New York does not have a good record ofservices that exist by valid license. It is known that some public and private crossingshave been modified without appropriate approval. These items will need to be addressedby Corridor managers.

During the time of the protracted litigation involving the Corridor, there was no effectivemethod of administering permits, and the use of the Corridor was not monitored tosafeguard against encroachment. By accident or design, a number of encroachmentsoccurred. Some of these encroachments have been deemed to be of no immediateconcern, and 30-day revocable permits have been issued to temporarily allow theuses. Of these permits, those that allow access across the track are perhaps the permitsthat have to be most seriously reviewed. As rail and/or trail uses are to develop, somemechanism must be devised to assure that potentially hazardous situations are controlled.

A current permit allows rail transportation of a student between Beaver River andBig Moose. This permit was granted for the convenience of the student. The issuanceof the permit caused no use conflicts on the affected segment of the Corridor, sinceno other use was allowed on that segment at the time. This permit should not be viewedas developing any right of access for the community of Beaver River along the Corridornor as an exemption from any existing railroad operating rules. It is clear that a trailalong this portion of the Corridor would be most beneficial to the residents andbusinesses at Beaver River and an effort should be made to incorporate such a trailinto the land management plans for adjacent units.

A permit has been issued to allow snowmobile use along most of the Corridor. Apermit has also been issued to allow a tourist train to operate from Thendara to Carter(See Parts B. and D. of this Section). These permits were issued in response to signifi-


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cant public support but only after careful consideration. In both instances, safety wasa prime concern and appropriate restrictions and safeguards were written into thepermits. As has been the case in all of the permits issued since the establishment ofthe DOT/DEC Planning Team, the effect on other land use proposals was also consid-ered before issuing the permits. The effectiveness of the permits is constantly monitored.

The Adirondack Railway Preservation Society has been issued a permit to performlimited maintenance of the Remsen-Lake Placid Corridor. Because of the effortsof the ARPS, the risk of further deterioration of the rail bed has been reduced or arrest-ed. The initial rationale for granting the permit was to safeguard the waterways ratherthan to increase rail and trail opportunities. As part of the ARPS permit, tree andbrush cutting was allowed within nine feet of each rail. This is the practical minimumfor the safe passage of rail-mounted vehicles. Track repairs such as the filling of wash-outs are approved by the task force on an individual basis. Track repairs that improveaccess for maintenance and do not seriously interfere with potential non-rail Corridoruses are allowed.

The physical changes resulting from maintenance efforts will remain, even if the ARPS'maintenance permit is for some reason revoked. Therefore, because the current planningeffort encompasses all potential Corridor uses, proposed maintenance activities arecarefully analyzed to assure that no type of use would be favored over another.

As a result, the maintenance efforts along the Corridor must be carried out under aset of rules which can seem restrictive to a volunteer group. In addition to DOTrequirements, the Adirondack Park Agency and DEC may also set restrictions onhow activities must be carried out. A high level of cooperation has been shown byARPS to comply with these requirements, which include environmental safeguards.

2. Wetland and Similar Maintenance Issues - Additional Permits Required

General maintenance of the Corridor can be carried out under the authority of DOT.However, there are activities that require DEC and APA approval. This approvalcan take two forms; either an agreement that the permit process does not apply orinitiation of a formal permitting process. It is appropriate to the permitting processthat DEC and APA ensure that alternative maintenance methods are evaluated forenvironmental impact and that adequate environmental safeguards are put in placewhen executing a project.

Following a survey of the flooded areas along the Corridor by DOT and APA staff,it was determined that most of the flooding along the Corridor is caused by beaverblocking bridges and culverts. Some of the most serious flooding along the Corridor


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is caused by beaver activity at some distance from the Corridor. In these instances,the APA deemed it appropriate that control activities be governed by permit.

In addition to environmental safeguards, the permit process will ensure that the massiveamount of water dammed by beaver is safely released. It is not anticipated, at thistime, that APA permits will be required for restorative efforts such as the filling ofminor washouts. However, it has been determined that we should assume that permitswill be required if unlicensed borrow pits in the park are used as a source of fill.

In addition to APA and DEC permits, there are federal permits that must be considered.Under a Corps of Engineers Nationwide Permit, certain maintenance activities inwetlands are allowed.

DOT has experience in erosion and pollution control. DOT designs of capital projectsincorporate environmental safeguards to address typical cases. Usually, these specifica-tions will satisfy the needs of the permit process. The specifications will be a partof all maintenance and restorative efforts even if permits are not required.

3. DOT Management Initiatives

In August 1991, the New York State Department of Transportation took measuresto warn the public of unsafe conditions and to discourage people from trespassingon the Remsen-Lake Placid Corridor.

This was to be accomplished by the placement of barriers and signs at bridges andwashout sites to alert and protect anyone traversing the Corridor. As a measure todiscourage people from trespassing on the abandoned track for recreational purposes,the Department suggested that each regional maintenance jurisdiction place black-on-white "NO TRESPASSING PROPERTY OF THE STATE OF NEW YORK"signs on the railroad right-of-way in each direction at all public and private accesspoints.

As barriers to ensure that dangerous areas were not traversed, DOT personnel wereassigned the task of installing flexible mesh orange plastic snow fencing fastened tosign posts and stretched across the track. This highly visible flexible barrier was chosenfor not only its visibility, but also for its soft texture in case a trespasser for one reasonor another might run into it.

These barriers were to be placed 50 feet before washouts and at each bridge site.Additionally, black-on-yellow "STOP AHEAD" signs were installed 350 feet aheadof the barriers and white-on-red "BARRIER AHEAD" signs 700 feet before thebarrier.


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The Department also placed black-on-white "BRIDGE CLOSED" signs on thebarriers at each bridge site. This was supplemented with another black-on-yellow"BRIDGE CLOSED 700 FT" sign.

In summary, the Department of Transportation barricaded and signed all of the bridgesand washout areas and placed "NO TRESPASSING" signs at certain access pointsalong the Corridor. NYSDOT has continued this practice during the planning periodin an effort to curb trespass and promote safety. (See Appendix 14.)

G. SUMMARY OF ADIRONDACK RAILROAD TOURISM POTENTIAL - Preparedfor the Citizen Advisory Committee by James B. McKenna, Lake Placid, New York-December 1992

Current trends in tourism, market potential and the Adirondack product are all favorablefor the restoration of the Adirondack Railroad. The Railroad can provide a travel experienceunparalleled in the Northeastern United States. James B. McKenna of the Lake Placid Visitor'sBureau feels that a for-profit entity provided with a restored railroad corridor utilizing shortline and full line operation can realize a reasonable return on investment. This entity wouldhave to be prepared with an aggressive marketing plan concentrating on the Adirondackexperience and packaging it to a destination resort. The marketing effort would be supportedby numerous other Adirondack marketing groups and private sector business along the Line.This should allow the Railroad to capture a sufficient share of existing markets as well aspenetrate new ones.

A restored line would also provide incentive for appropriate tourism facilities and activitiesgrowth within the hamlets along the Line. The Railroad is a unique opportunity to enhancethe economy within the Park in an environmentally friendly way. Tourism and especiallythe eco-tourism markets can prove to be the most compatible industry for the Park. Theunanswered question concerns securing funding to restore the Corridor. With the currentattention being given to job creation by Public Works Projects at the Federal and State level,the timing seems appropriate for a coordinated effort at the Federal, State and County levelto pursue the restoration of the line. The jobs created by a short line operation and a fullline operation would prove to be substantial. In closing, it is Mr. McKenna's educated opinionthat substantial markets exist for a properly managed and marketed Adirondack Railroad.(See Appendix 21.)


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VIII. SIGNIFICANT ENVIRONMENTAL, SOCIAL, AND ECONOMIC IMPACTS

Until the operation of the four-mile rail excursion at Thendara in 1992, trains had not traveled theCorridor for more than a decade. However, the Corridor was operated as a railroad continuallyfrom its opening in 1892 until 1972. Active attempts to find a new operator resulted in the resumptionof full-length operation by the Adirondack Railway Corporation from 1979 through 1980. Althoughrail activity did not resume until the Adirondack Centennial Railroad in 1992, the Corridor hasnot been officially abandoned as a railroad. Therefore, the purpose of evaluating the significantenvironmental impacts which could result from the adoption of the preferred alternative, the Corridor'scharacter as a railroad is considered to be its base condition.

The descriptions of the impacts given below reflect the additional assumption that the preferredalternative will be fully implemented. The assumption was made in order to allow the full potentialrange and magnitude of the impacts to be considered. However, because the funding availablefor the development of the Corridor might prove to be limited, the implementation of the plan ultimatelycould result in only partial Corridor development. For instance, it may happen that only certainsegments of the Corridor will become activated for rail uses. Partial development would resultin a reduction in the number and level of the adverse environmental impacts which would affectthe segments remaining inactivated, as well as a decrease in the social and economic benefits forthe Corridor region.

A. BENEFICIAL IMPACTS

1. Environmental

a. A major reduction in public use impact is made possible by rail tourism.

Rail tourism can show the Adirondack backcountry to large numbers of peoplewithout the environmental impact usually associated with those numbers. Thisinterpretive opportunity is useful in constituency building for the Forest Preserveconcept which could also lower physical impact by educated users.

b. A minor reduction in the level of public use in other areas of the ForestPreserve as new areas of the Preserve are made accessible from theCorridor.

By providing access to new recreational opportunities on presently inaccessibleareas of the Forest Preserve, both through the establishment of new trail linkagesand flagstop service by the rail developer, use pressure on other more heavilyused areas of the Preserve could be relieved.


Adoption of the plan will provide an opportunity for:


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a. A significant expansion of the regional economy.

In addition to the creation of new jobs directly related to Corridor construction,maintenance and operation, the full development of the Corridor's rail and trailpotential will lead to a substantial increase in the demand for tourist servicesand attractions in communities throughout the Corridor region. (See page 25.)

b. A substantial increase in rail-and trail-based recreational and educationalopportunity.

The development of tourist excursion rail services will provide a uniqueopportunity for people from throughout the State to enjoy the scenic, ecologicaland historic resources of a part of the Adirondack Park which would be otherwisenearly inaccessible. Rail services will provide access to the region for largenumbers of people, especially those with impaired mobility, who would notbe inclined or able to visit the area by other means. Through an encounter withthe beauty of this area of the Adirondacks, an experience which could beenhanced by educational programs offered by the rail developer in cooperationwith various educational organizations, passengers will acquire a betterappreciation of the values of the Adirondack Park's expansive mix of ForestPreserve lands and working forests.

By opening the Corridor to a number of trail uses in all seasons, trail users willbe provided access to a variety of recreational activities on land and water inareas of the Forest Preserve adjacent to the Corridor (see page 60.) NewYork State will gain an essential link in a long-distance snowmobile trail network.

As stated before, recreational trails are important as tourism attractions. Thedevelopment of multi-use trails, including bicycle and walking paths, is especiallysuited to the North Country's tourism climate. NYSDEC's Open Space Planand OPRHP's Statewide Plan both cite the Corridor as among New YorkState's most significant trailways for public access and transportation.

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c. The preservation of the Corridor as an important historic resource. The Corridor was constructed in 1892 and it served as one of the first meansof transportation to the Adirondack region. It is listed on the Federal and StateRegisters of Historic Places. The implementation of the preferred alternativewill preserve the earthworks, buildings, and other structures, as well as theCorridor's character as a working railroad. All proposals to do work on theCorridor will be reviewed by the State Historic Preservation Officer to determinewhether the work will impact the historic nature of the Corridor.

d. The development of new public transportation and freight services.

Approved rail service proposals could involve the reestablishment of passengerand freight services on the Corridor. Full-length rail service could provide arail connection between the communities along the Corridor and the rest ofthe State. There might also be a market for shorter distance commuter servicesbetween Tupper Lake, Saranac Lake and Lake Placid. The 1994 report byFSI, Inc. considered an annual ridership figure approaching 35,000 passengersto be a reasonable goal for a fully restored and aggressively marketed line fromUtica to Lake Placid. FSI also identified a potential freight business of 1,700carloads per year.

e. Substantial revenue to State agencies in proportion to the degree ofCorridor development.

An agreement with an approved rail developer could include conditions regardingthe payment of use fees by the developer to the State. Fees will not be chargedfor trail use. Such direct revenues would be substantially augmented by indirectrevenues in the form of the increased sales taxes which would be collected bybusiness establishments serving Corridor users. Because the amount of salestax revenue would depend upon the level of business generated by Corridordevelopment, it cannot be predicted. However, it is clear that a substantialincrease in tourist business has been generated by the operation of the AdirondackScenic Railroad in Thendara. The boost to the economies of other areas ofthe Corridor region that would be affected by expanded Corridor developmentwould bring the State further increases in sales tax revenue.

f. A significant improvement in safety conditions on the Corridor and anassociated reduction in the liability exposure of State agencies.

By providing for investment in the restoration of Corridor facilities and the removalof safety hazards, the implementation of the preferred alternative will improve


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safety conditions for Corridor users. In addition, the unauthorized use of theCorridor will be deterred.

The likelihood that the State will have to engage in costly damage suits will bereduced by the improved condition of Corridor facilities and the enforcementof prohibitions against unauthorized public use.

g. The improved utilization of a public resource.

The adoption of the Corridor management plan will commit the State to a programof active management which will allow the Corridor to be developed in a waythat will afford the highest public benefit.

B. ADVERSE IMPACTS

This section contains a list of the adverse impacts that could result from the implementationof the preferred alternative. Descriptions of the nature and severity of the impacts, and generalstatements about the extent to which they can be mitigated, are given here. Details aboutthe measures that will be taken to mitigate the listed impacts are detailed in section IX., startingon page 97.

1. Environmental


a. Minor pollution of surface waters related to Corridor construction andmaintenance and waste water discharges from trains.

Corridor construction and maintenance activities, such as the restoration ofrail bed washouts and the removal of obstructions in culverts, could causesediment to be deposited in streams, ponds and wetlands. Waste water discharg-es from trains not equipped with self-contained sanitary systems could entersurface water and groundwater. However, these potential impacts could beeffectively mitigated.

b. A minor disturbance of wetlands related to parallel trail constructionand Corridor maintenance.

Along Corridor segments where the rail bed will be occupied by trains, arecreational trail might be constructed beside the rail bed. Because the Corridortraverses extensive wetland areas, parallel trail construction could involveconstruction in wetlands. Wetland vegetation could be affected by herbicides


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used during Corridor maintenance. Proposed mitigation measures would eliminatethese potential impacts.

c. The removal of a substantial amount of vegetation related to Corridorconstruction and maintenance activities.

On Corridor segments devoted to rail uses, the safety of rail operations andthe maintenance of the rail bed will require that woody and herbaceous vegetationbe removed from the full width of the right-of-way. Herbicides might be usedto minimize the long-term costs of vegetative removal.

Along some Corridor segments where trains would be running, a recreationaltrail might be constructed beside the rail bed. If vegetation within the boundsof the Corridor had not been entirely removed by the rail developer, vegetationmight be removed during the construction and maintenance of parallel trails.

One plant species classified as rare by New York State has been found withinone-half mile of the Corridor. This and other important wetland plants couldbe affected by Corridor vegetation management activities. However, mitigationmeasures will minimize the impacts of vegetation management on protectednative plants.

d. Minor negative effects on fish and wildlife populations related to Corridorconstruction and maintenance activities and Corridor uses.

The maintenance of the Corridor rail bed will require that beaver dams beremoved in order to lower adjacent water levels. Where Corridor maintenanceefforts were severely hampered by beaver activity, it might become necessaryto take action to reduce the beaver population. Nevertheless, because thebeaver population throughout the Adirondack Park has risen to record levels,beaver control efforts in the area of the Corridor will not have a significant effecton regional beaver populations.

Sedimentation related to washout restoration and culvert maintenance couldreduce the quality of fish spawning habitat. This potential impact could beeffectively mitigated.

The endangered round whitefish, which is found in a pond adjacent to theCorridor, could be affected by angling as a result of increased access fromthe Corridor. However, other bodies of water containing this species sustain


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substantial fishing pressure and are adequately protected by existing regulationswhich prohibit the taking of the species.

The operation of trains might lead to instances of collision with wildlife. However,because of the relatively low frequency of train passage during the warm seasons,the relatively low speeds at which they would be travelling, and the likelihoodthat trains will not be running in the winter (a time when deer and moose areinclined to use a plowed railway as a travel lane), wildlife mortality due tocollisions with trains will be rare.

It might be thought that the presence of the rail bed or the passage of trainsand trail users will interfere with diurnal and seasonal patterns of wildlifemovement. According to the DEC Bureau of Wildlife however, there are noindications that an active Corridor will pose a significant barrier to the movementof wildlife.

While wildlife populations will not be significantly affected by the physicalexistence of the Corridor, the passage of trains or trail users could disturb thebreeding activity of birds, especially ospreys and loons. The noise of passingtrains will have relatively minor impact, since wildlife tend to grow accustomedto the repetition of innocuous sounds. Visual contact, especially with peopleon foot or in boats, would be more likely to cause disturbance.

The greatest potential for Corridor use to have an effect on breeding successwill come from those who use the Corridor to gain boating access to pondsand lakes where loons or ospreys are breeding. Because both loons and ospreysnest within, or adjacent to the shores of ponds and lakes, water-borne intruderswill be more threatening than those who approach by land. With their neststypically on shore, loons will be more vulnerable than ospreys, who usuallynest high in trees.

A substantial increase in the use of ponds adjacent to the Corridor could leadto some reduction in the numbers of breeding pairs at those locations. Interiorponds made accessible through the construction of new trails leading from theCorridor could also be affected, depending upon how likely visitors would beto carry boats in with them. However, proposed mitigation measures wouldminimize the impact.

e. A substantial increase in highway use and traffic congestion incommunities where train stations or trailheads are located.


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The establishment of tourist excursion rail services based in local communitiesand the construction of trailhead facilities, could lead to increases in automobiletraffic on the highways leading to those destinations, especially during warmseason weekends. Localized traffic congestion could occur as well. Effectivemitigation measures will be taken.

f. A moderate increase in the public use of neighboring Forest Preservelands.

By opening the Corridor to public use, areas of Forest Preserve land previouslyremote from public access points will become more accessible and increaseduse might result. Flagstop service offered by rail developers could also leadto increased use. Increased access opportunity might lead to increases in thelevels of use sustained by waters accessible from the Corridor. Problems oftrespass across private lands to nearby waters might increase. On ForestPreserve waters, such increased use might reduce the level of solitude availableto visitors and cause increases in fishing pressure and shoreline impacts relatedto camping activity. Concentrations of visitors could cause damage to the physicalresources of Forest Preserve lands and might reduce the level of solitude available,especially at potentially popular destinations such as ponds and lakes.

Increased public use of adjacent Preserve lands might also have impacts onfish and wildlife populations, including endangered and threatened species andspecies of special concern. For example, boating activity on remote pondsand camping along their shores could disturb the breeding activity of loons andospreys.

Because the amount of use currently sustained by the Forest Preserve areasaccessible from the Corridor is generally low, the additional use anticipatedto result from opening the Corridor to the public will not be excessive. In addition,the impacts related to such use could be effectively managed.

g. A moderate increase in the need for law enforcement, fire protectionand search and rescue services.

Opening the Corridor to public use could lead to moderate increases in theincidence of legal violations, fires and lost persons, which might lead to increaseddemands on State and local services. Proposed mitigation measures will greatlyreduce these impacts.

h. The potential creation of significant safety hazards.


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Opening the Corridor to various rail and trail uses could pose a number of safetyhazards to Corridor users. Some danger of collision will exist wherever theCorridor crosses public highways. For recreational trail users, there will besome danger on Corridor segments used by trains where a parallel trail hasbeen constructed adjacent to the rail bed. Within the trail, the existence of two-way snowmobile traffic will present a danger of collision. The threat to humansafety which will result from the opening of Corridor lands to the public willnot be excessive and could be largely mitigated.

i. A moderate increase in noise levels in areas surrounding the Corridor.

The passage of trains and snowmobiles along the Corridor will cause increasesin noise levels in the lands adjacent to the Corridor. The overall significanceof the noise impact related to rail operations, especially along interior reachesof the Corridor, will be relatively low because of the low frequency at whichtrains will pass a given point. It is expected that on segments not used for shorttourist excursion runs, trains will not pass more than two or three times perday.

The frequency of train passage will be higher along the segments on which touristexcursion services are active. The areas surrounding the segments likely tobe so affected (because of their elevated ambient noise levels related to theproximity of population centers and highways) will generally be less sensitiveto the effects of noise than the more remote interior segments.

Although the level of sound emitted by an individual snowmobile constructedto meet modern noise emission standards is relatively low, the frequency atwhich snowmobiles will pass a given point on the Corridor during the winterseason could be relatively high. The frequency of passage will generally decreasewith the distance from the population centers at either end of the Corridor.Extensive interior segments will only be traversed by a relatively small numberper day who are engaged in long-distance riding.

The sound of snowmobiles using the interior segment of the Corridor will affectthe sense of solitude available to visitors of adjacent Forest Preserve lands.However, because the number of visitors is much lower in winter than duringthe warmer seasons, relatively few will be present to be affected by snowmobilenoise.

j. A minor increase in the visual impact of the Corridor on surroundingareas.


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Considered in historical perspective, the visual character of the Corridor willnot be changed by the preferred alternative. In the context of the past 10 years,the sight of passing trains will be considered a change from current conditions.Additional visual effects which will result from the implementation of the alternativewill be the clearing of the vegetation which has grown within the right-of-waysince its last operation as a railroad and the passage of pedestrians. Snowmobileshave been allowed to use the Corridor as a trail for several years.

The clearing of vegetation for rail and trail purposes could make rail and trailuses, as well as the Corridor itself, slightly more visible from surrounding areas.

Some consider the sight of trains and snowmobiles incompatible with ForestPreserve wilderness values on those stretches of the Corridor which pass throughor are adjacent to wilderness or primitive areas. In many instances however,especially in hamlet areas where trains will be seen by the greatest number,people will react positively to the passage of trains. Trains will be seen as awelcome sign of the revitalization of this traditional railroad route.



a. A moderate increase in the likelihood of trespass onto neighboring privatelands.

After the Corridor is opened to public recreational trail use, it will be likely thatsome trail users might stray onto adjacent private lands. Rail flagstop servicecould increase the potential for trespass. The incidence of trespass could bekept within reasonable limits.

b. Moderate new costs to State agencies and taxpayers associated withCorridor management.

The development of rail and trail services on the Corridor might increase coststo DOT and DEC. Both agencies will need to hire new staff to handle theadministration of Corridor programs. DEC will be responsible for funding thetrail development component of the plan.

There will be additional costs to State agencies related to the increasedenforcement, fire protection and search and rescue services which will berequired.


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New costs to government agencies will mean either new costs to taxpayersor a commensurate reduction in other government services. In addition, tothe extent that Federal and State government grants will be forthcoming forthe restoration of Corridor facilities, the implementation of the preferred alternativewill result in further costs to taxpayers.

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IX. MITIGATION MEASURES

In order to eliminate or minimize the effects of adverse impacts related to the implementation ofthe preferred alternative, a number of measures will be taken, as detailed below.

A. ENVIRONMENTAL IMPACTS

1. WATER QUALITY AND SEDIMENTATION

The threat of surface water sedimentation related to Corridor construction andmaintenance activities will be minimized through the use of appropriate sediment controlmeasures including the installation of filter fabric, hay bales and silt fences. The waterimpounded behind culverts dammed by beaver will be released at a controlled rate,and beaver dams will be removed. The need for repeated beaver dam removal atplaces subject to repeated damming will be reduced by installing dam-proofing devices.Where appropriate, stream protection permits will be acquired from DEC and wetlandsprotection permits from APA.

The most significant construction activity to be undertaken on the Corridor will bethe restoration of segments of the rail bed which have been washed away. Once existingwashouts have been restored, the potential for future washouts will be minimized througha program of regular monitoring and maintenance.

In instances when mitigating measures do not succeed in preventing sedimentation,sediment deposited in streams and wetlands might be removed. APA and DEC willdetermine whether to require the removal of sediment deposited as a result of Corridorconstruction and maintenance activities.

All trains with on-board water supplies and sanitary facilities will be required to haveself-contained systems. No discharges of waste water will be allowed within the boundsof the Corridor property. Rail operators will be required to prevent discharges ofpetroleum products and other pollutants to ground and surface waters during themaintenance of locomotives, rolling stock, and other railroad equipment.

As excursion rail services expand, areas along the Corridor might be developed toaccommodate gatherings of train passengers for picnicking or educational programs.Privies will be provided and suitably located. Opening the Corridor to public usemight lead to increases in the levels of use sustained by waters accessible from theCorridor. Master Plan guidelines and DEC regulations already exist which requirecampsites and privies in the Forest Preserve to be located at least 150 feet from surfacewater. Educational efforts will stress the importance of minimum-impact camping.


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2. DISTURBANCE OF WETLANDS

In order to minimize the impact of parallel trail construction on wetlands, trail constructionmethods will not include the placement of fill. Instead, wooden bridges and elevatedwalkways will be constructed where short sections of the trail will have to cross wetlands.APA wetlands protection permits will be issued as required. Where a long segmentof the parallel trail will have to span a wetland area, the segment will not be constructedunless it could be routed around the area.

Herbicides used in Corridor maintenance will not be applied in or near wetlands.

3. THE REMOVAL OF VEGETATION

Vegetation within the bounds of the Corridor will be retained where practicable toscreen the Corridor from view where it passes in close proximity to lakes and ponds,to wild, scenic, or recreational rivers and to residential homes. On segments wherethe rail bed is used only for recreational trail purposes, vegetation will only be removedin a swath of the minimum width necessary to protect the rail bed and to provideadequate sight distances on curves.

Herbicide applications made to remove vegetation will only be performed by certifiedapplicators in accordance with all applicable laws. No applications will be made inwetlands or within 100 feet of wetland boundaries.

During parallel trail construction, vegetation will only be removed in a swath of theminimum width necessary to make the trail useable and as required to protect trailusers. No herbicides will be used during trail construction and maintenance.

Pickering's reedgrass (Calamagrostis pickeringii) was found at a location withinone-half mile of the corridor. The species is classified as rare on New York State'slist of protected plants. No other plants included on the list are known to have beenfound on or adjacent to the Corridor. Should any other listed species exist in the vicinityof the Corridor, it is likely that it will be found in adjacent wetlands. Because no herbi-cides will be used in or near wetlands and appropriate measures will be taken to minimizethe potential for sedimentation resulting from maintenance and construction activity,it is not likely that protected plants will be significantly affected by the implementationof the preferred alternative.

-|- MITIGATION MEASURES -|-

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4. EFFECTS ON FISH AND WILDLIFE POPULATIONS

Beaver dams removed as part of the maintenance of the rail bed will not be removedbetween mid-October and mid-November, a time when beaver make preparationsfor winter. Where culverts and small bridges are subject to repeated damming bybeaver, dam-proofing devices will be installed in order to minimize the fluctuationof water levels. Besides preserving the rail bed, the devices will protect fish, wildlifeand wetland values as well. Where Corridor maintenance efforts are severely hamperedby beaver activity, it might become necessary to take action to reduce the beaverpopulation. Harvesting during regular trapping seasons would be encouraged in thevicinity of the Corridor. Extraordinary measures to eliminate beaver will be takenonly as a last resort.

In order to minimize the impact of Corridor construction and maintenance activityon the quality of fish spawning habitat, sedimentation will be contained and work insensitive areas will be scheduled so as not to coincide with spawning seasons. Incases when sediment is deposited in spawning habitat despite containment measures,DEC and APA will determine whether to require that the sediment be removed.

The incidence of collisions between trains and wildlife will be reduced through theclearing of vegetation from segments of the Corridor where trains will be running.Vegetative clearing will allow animals and approaching trains to see each other wellin advance of a potential collision. In addition, trains will sound their horns in warning.In order to assure that the existence of the Corridor will not hinder the movementof wildlife, fencing will only be erected in the relatively few places where it is considerednecessary for public safety.

To protect fish and wildlife populations on adjacent lands, no location along the Corridorwill be selected for flagstop service where use by the public is expected to lead tounacceptable levels of disturbance. In addition, no new trails connecting the Corridorwith a destination on Forest Preserve lands will be constructed until the unit managementplan for the affected area has been completed or amended, as appropriate. Unitmanagement planning for affected units will address the potential impacts of new trailconstruction on fish and wildlife.

DEC will continue to monitor fish and wildlife populations, with special attention tospecies classified as endangered, threatened, or species of special concern. Whennecessary, DEC will take appropriate management actions to protect fish and wildlifefrom human disturbance.


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5. LOCALIZED INCREASES IN HIGHWAY USE AND TRAFFICCONGESTION

The existing highway system is capable of accommodating the increases in automobiletraffic which are anticipated as a result of the implementation of the preferred alternative.To alleviate the potential for increased traffic congestion near train stations and trailheads,adequate parking capacity will be provided. Traffic lights and other appropriate trafficcontrol devices will be installed, and highway improvements, such as turning lanes,will be constructed where needed. It is probable that local governments will acceptincreased traffic levels as an inevitable part of increased tourist business activity.

6. INCREASED USE OF ADJACENT FOREST PRESERVE LANDS

The impacts related to the increased use of adjacent Forest Preserve lands whichcould result from the opening of the Corridor to the public will be minimized by managingaccess. Trails linking the Corridor with adjacent Forest Preserve units will beconstructed only where recommended in individual unit management plans approvedfor those units. Should rail developers choose to provide "flagstop" service forbackcountry users, flagstop locations will only be established where approved byDEC and DOT land managers. The numbers of people entering the Forest Preserveat flagstops also will be subject to control.

In areas of the Preserve where improved accessibility from the Corridor results inincreased public use, DEC will manage such use through the unit management planningprocess for the Corridor and other affected units.

7. INCREASED NEED FOR LAW ENFORCEMENT, FIRE PROTECTIONAND SEARCH AND RESCUE SERVICES

The need for law enforcement services related to the opening of the Corridor torecreational trail uses will be minimized through:

a. The posting of informational signs.

b. Educational outreach. Specifically, organizations representing user groups willbe called upon to educate their members and patrol the Corridor.

Fire potential will be addressed by:

a. Requiring rail developers to remove and properly dispose of vegetation withinthe Corridor on segments devoted to rail use, thereby reducing the likelihoodthat passing trains will start fires.


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b. Ensuring that rail developers install appropriate safety devices on all rolling stock.

c. Requiring rail developers to conduct fire patrols during periods of high fire danger.

d. Educating volunteer organizations performing Corridor maintenance, as wellas the general public, to observe fire laws and employ appropriate fire safetypractices. In addition, once the Corridor is cleared of vegetation, it could aidin limiting the spread of fires originating in the heavily forested areas surroundingit by serving as an effective fire break.

Additions to the responsibilities of search and rescue workers will be minimized by:

a. Educating trail users about safe backcountry travel.

b. Making sure that good maps of the Corridor and surrounding areas are available.

c. Clearly marking all roads and trails intersecting with the Corridor.

8. SAFETY HAZARDS

All railroad operations on the Corridor will be subject to the safety regulations of theFederal Railroad Administration. As required by those regulations, the maximumspeeds at which trains can travel will be set in relation to the conditions of the trackand rail bed, which will be determined through a program of regular inspections.

At places where the Corridor crosses public highways, rail developers will be requiredto employ NYSDOT approved warning devices and safety measures. The warningdevices will be subject to the inspection and operational restraints set by the FRA.Where automatic flashing lights and gates are not required, "stop and flag" or otherspecial train operations will be ordered by NYSDOT through the Regulatory process.Train movements could be subject to "stop and flag", "stop and proceed" or "preparedto stop" orders issued by NYSDOT.

Train operations at private and farm crossings will also be subject to regulatory reviewby NYSDOT. If necessary, the cost of automatic warning devices could be madea condition of use at private crossings. Other possibilities for private crossings includethe use of STOP Signs and instructional training for users. The cost of making farmcrossings safe will rest with the rail operator. If necessary, special train operationssuch a "stop and flag" will be ordered.

The rail operator will be required to work with NYSDOT and the local highwayauthorities to close unnecessary rail/highway crossings. The rail operator will also


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be required to identify private and farm crossings which can be closed. Pedestriancrossings are regulated in the same fashion as rail/highway crossings.

The danger of collisions between trains and users of parallel trails will be minimizedby assuring that there will be an adequate distance between the trail and the rail bed,by constructing the trail either significantly higher or lower than the rail bed or byseparating the trail and the rail bed with fencing. The speeds of motorized vehiclesusing both rails and trails will be limited.

Within the trail, the danger of collision between snowmobiles will be minimized byproviding a trail surface of adequate width, by clearing sufficient vegetation from thetrail to provide adequate sight distances and by posting speed limits where appropriate.On segments of the rail bed open to trail use, safety rails will be installed on railroadbridges.

Efforts will be made to educate the people in the Corridor region about railroad safety."Operation Life Saver" is an international program nationally sponsored by OperationLifesaver, Inc. which can be useful in education, especially to teach children in areaschools. In New York State this program is administered by a group composed ofinterested organizations, operating railroads and government agencies. More informationcan be obtained from NYS Operation Lifesaver, Inc., Governor's Traffic SafetyCommittee, Empire State Plaza, Albany, N.Y. 12228.

9. NOISE IMPACTS

The noise emitted by the engines of locomotives on the Corridor will be limited inaccordance with Federal regulation. While train whistles and horns must be loud tobe effective, their sound will be localized and of relatively short duration. Except towarn a person or an animal close to the tracks, they will only be sounded betweenthe time when a train approaches within one-quarter mile of an intersection with apublic highway or other "traveled way" and when the train has passed through theintersection.

New York State Parks, Recreation, and Historic Preservation Law requires thatsnowmobiles operating within the state be equipped with adequate muffler systems.The law will be enforced on the Corridor. Because snowmobiles will not be allowedto leave the Corridor to enter adjacent Forest Preserve lands except on designatedtrails, the sources of most snowmobile noise will be confined within the Corridor.

The policy of removing the minimum amount of vegetation necessary within the Corridorwill help confine the noise of rail and trail uses. (See next section.)


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10. VISUAL IMPACTS

Though vegetation will have to be cleared from the Corridor for maintenance andsafety purposes, vegetation within the right-of-way will be retained where practicableto screen the Corridor from view where it passes in close proximity to lakes and ponds,to residential homes and to wild, scenic, or recreational rivers. In addition, whereexisting vegetation is not sufficient to screen the Corridor from sensitive areas, treescreens will be planted.

On Corridor segments where the rail bed will be used only for recreational trail purposes,vegetation will only be removed in a swath of the minimum width necessary to protectthe rail bed and to provide adequate sight distances on curves. Along some segmentswhere trains will be running, if vegetation had not been entirely removed by the raildeveloper, vegetation might be removed during the construction and maintenanceof parallel trails. Again, vegetation will only be removed in a swath of the minimumwidth necessary to make the trail useable and as required to protect trail users.

The maintenance of Corridor facilities will be conducted in the interest of preservingthe Corridor's historic appearance in the context of its Adirondack Park setting. Forinstance, any restoration and painting of bridges and station buildings will be reviewedby OPRHP and APA.

As another measure to maintain the appearance of the Corridor, rail developers andcontractors will be required to remove old ties and other construction and demolitiondebris from the Corridor property and to dispose of it in an approved manner.

B. SOCIAL AND ECONOMIC

1. INCREASED LIKELIHOOD OF TRESPASS ONTO ADJACENT PRIVATELANDS

In order to minimize trespass problems which could result from the public use of theCorridor, signs will be posted at regular intervals along the Corridor to inform trailusers of their responsibility to stay on the trail and respect private land, along withsigns giving clear directions and distances to trail destinations. No Corridor segmentswill be devoted to trail use unless they link either with other trail systems outside theCorridor, with public highways or with suitable recreational waters. Organizations


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THENDARA STATION...circa 1992

representing trail user groups will be encouraged to educate their members and patrolthe Corridor. The various law enforcement agencies will include the Corridor withintheir jurisdictions, as appropriate.

The rail services which become established on the Corridor might include droppingoff and picking up hikers, hunters and canoeists at "flagstops." Flagstop locationswill be selected so that the threat of private land trespass will be minimized.

2. NEW COSTS TO STATE AGENCIES AND TAXPAYERS

State costs related to rail development on the Corridor will be minimized by relyinglargely upon private enterprise to fund rail rehabilitation and development projects.Costs will be offset by revenues which will be realized by the State as a conditionof agreements with rail developers, as well as sales tax revenues generated by theincrease in regional economic activity that result from the development of the Corridor.

The cost to DEC of implementing the trail development component of the preferredalternative will be reduced to the extent that private trail organizations and volunteerswill assist in trail construction and maintenance. DEC trail development costs willalso be reduced by the amount of any Federal grant money that can be secured.

The costs of enforcement, fire protection and search and rescue services will beminimized through the measures to be taken to reduce the need for such services,as discussed in section "H." above.

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NAHASANE STATION...circa 1992

X. CUMULATIVE IMPACTS

The implementation of the preferred alternative will open a new avenue of rail and trail access toareas of the Forest Preserve which currently are reached by other access routes. Over time, theavailability of access from the Corridor could increase the levels of public use impacts on the landand water resources of the Preserve beyond the levels which would be reached if the Corridorwere not available as an access route. Because the cumulative public use impacts engenderedby the opening of the Corridor can be effectively managed, they will not be excessive.

For most prospective visitors, the accessibility of Forest Preserve destinations from the Corridorwill depend upon the existence of a trail, road, or waterway. For those destinations such as pondsthat are not presently accessible from the Corridor, the unit management planning process for theappropriate Forest Preserve unit will determine the desirability of constructing a new trail to thedestination. A decision to construct a trail will only be made if it is determined that the potentialincrease in public use impacts will not exceed the capacity of the area to withstand the added use.

Increased accessibility from the Corridor to canoe routes such as the Bog River could lead to increasesin use along the waterway, with attendant reductions in the degree of solitude available to boaters,increases in the social and physical impacts related to camping, and impacts to wildlife.

On the positive side, the opening of the Corridor to rail and trail uses will add a unique recreationalopportunity to the existing array of Adirondack tourist attractions which provide substantial supportto the regional economy.


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XI. UNAVOIDABLE ADVERSE IMPACTS

The preferred alternative if implemented, will cause some adverse impacts which might not becompletely mitigated.

A. Environmental Impacts

1. Vegetation will be removed as part of Corridor maintenance. However, the removalwill constitute a restoration of the Corridor to the condition which prevailed duringits long operation as a railroad.

2. Beaver will be displaced from the areas adjacent to the Corridor as a result of Corridormaintenance. The impact on the burgeoning Adirondack beaver population will notbe significant.

3. Trains will collide with some wildlife, but collisions will be rare.

4. Some increase in traffic congestion will occur in communities where train stations ortrailheads are located, mostly during warm season weekends.

5. Minor increases in the use of adjacent Forest Preserve lands will result. Some populartravel routes and destination spots could sustain relatively heavy use.

6. Some increase in the need for law enforcement, fire protection and search and rescueservices will occur. The need for law enforcement is likely to be the greatest.

7. The operation of trains and snowmobiles on the Corridor will present safety hazards,both within the Corridor and at its intersections with public highways, which wouldnot exist if the Corridor were not opened to public use. Proposed safety measureswill minimize hazards.

8. The clearing of vegetation and the occurrence of rail and trail uses will cause noiseand visual impacts on surrounding areas. Though such impacts will be consideredsignificant by some users of adjacent Forest Preserve lands, they will not be out ofcharacter for a traditional travel corridor.

B. Social and Economic Impacts

1. Some trespass onto private lands will occur.

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LAKE CLEAR STATION...circa 1992

XII. IRREVERSIBLE AND IRRETRIEVABLE COMMITMENT OFRESOURCES

Physical resources that will be irreversibly and irretrievably committed to the project site duringconstruction and rehabilitation will include:

! Building materials for station repairs! Rail, ties, culverts, and other building materials for the repair of tracks and bridges! Parts, equipment, fuel, and lubricating oils for equipment operation! Sand, gravel, and stone used in the repair of washouts! Lumber, culverts, fencing, and other building materials used in trail construction

The implementation of the plan will lead to an irreversible commitment of DOT and DEC staff timeand costs related to the administration of Corridor management programs.


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RAY BROOK STATION...circa 1992

XIII. GROWTH-INDUCING ASPECTS

The implementation of the preferred alternative could result in a significant increase in the economicactivity of Corridor communities. Over the long term, a total of 41 (Northwest Engineering) to77 (FSI) full-and part-time jobs directly related to rail operations could be created. There mightbe four additional jobs in trail maintenance. The establishment of tourist-oriented rail services,as well as new recreational trail opportunities, could lead to a significant increase in business activityfor restaurants, lodging facilities and a number of other establishments that cater to tourists in theCorridor region. Increased business activity could lead to some expansion of existing establishmentsand the creation of new enterprises. According to the FSI report, more than 100 jobs in regionalhotel, restaurant, and retail businesses could result from the full development of the Corridor. As a consequence of increased employment, there could be a moderate increase in the demandfor housing and community services in affected areas. The growth that might result from Corridordevelopment would harmonize with existing local land use plans and would be welcomed by localgovernments.

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SARANAC LAKE STATION...circa 1992

XIV. EFFECTS ON THE USE ANDCONSERVATION OF ENERGY RESOURCES

If State-owned station buildings within the Corridor are rehabilitated for use, the electrical andheating needs of existing State-owned buildings will be reviewed. In conformance with the historicalcontext of the buildings and depending upon the availability of capital, energy efficient systems willbe installed.

The maximum anticipated diesel fuel consumption by rail locomotives has been estimated at approxi-mately 400,000 gallons per year. Operating rules will prohibit unnecessary idling of engines andother fuel-wasting procedures.


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XV. CORRIDOR MANAGEMENT ALTERNATIVES

When considering the best way to manage a land resource, it is useful to envision the full spectrumof possible uses to which the resource could be devoted. Within the range of potential dispositionsof the Remsen-Lake Placid Corridor lie several options, from dismantling it to developing it fullyfor intensive rail transportation use. To aid in the process of selecting a management alternativefor the Corridor which would receive substantial public support and be reasonably attainable, theplanning team consulted with the citizens advisory committee and identified six major alternativeswhich warranted evaluation.

Section A, below lists the legal and physical constraints that limit the potential range of alternativesto be considered. The process of analysis which resulted in the selection of the preferred alternativewas conducted in the context of a number of important issues which serve to frame the analysis,including social, economic, environmental and administrative criteria. These issues are also listedin section A. (For a general comparison of the potential environmental, social, and economic impactsof the alternatives, refer to Appendix 19.) Section B describes the various ways in which publicsupport for the alternatives was expressed. Section C addresses alternative corridors. Finally,in Section D, the six alternatives are described and analyzed. As determined through the processof analysis, the alternatives are listed in order from the least suitable to the preferred alternative.

A. MANAGEMENT CONSTRAINTS AND ISSUES

1. Constraints Affecting the Planning Area

The Corridor planning process interfaces with several existing New York State laws,plans and policies which define the range of management actions that may becontemplated. In addition, the Corridor's physical characteristics impose certain uselimitations. The management decisions which will be reached during this process willfall within the bounds of these established planning constraints.

a. Law and Policy Constraints

The management of the Corridor must conform to a number of constitutional,legislative, planning and policy constraints, including:

(1) The Adirondack Park Agency Act and the Adirondack Park State LandMaster Plan.

(2) All laws, rules, regulations and policies of the New York State Departmentof Transportation.

(3) The Environmental Conservation Law, the rules and regulations pertainingthereto and the policies of the Department of Environmental Conservation.

-|- CORRIDOR MANAGEMENT ALTERNATIVES -|-

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(4) The legal requirements resulting from the determination by the Officeof Parks, Recreation and Historic Preservation that the Corridor is eligiblefor listing on the National Register of Historic Places.

(5) The State Environmental Quality Review Act.(6) The New York State Wild, Scenic and Recreational Rivers System Act.(7) The jurisdiction of the Interstate Commerce Commission.

b. Physical Constraints

The following physical characteristics of the Corridor present limitations andchallenges for management planning:

(1) Because the Corridor makes its way through mountainous terrain, atmany places it turns with a degree of curvature which would severelylimit the speed at which trains could travel. Tight curves would also affectthe safety of Corridor users by limiting sight distances.

(2) The limited width and varied topography of the Corridor would makeit relatively difficult and expensive to construct a trail parallel to the railbed and within the bounds of the Corridor.

2. Issues Requiring Management Attention

The identification of the issues which are to serve as criteria for an analysis ofmanagement alternatives is an essential part of the development of a planning strategyfor the Corridor. Management issues may be put in the form of questions to be answeredfor each alternative.

The following questions highlight the various areas of concern which may affect orbe affected by the disposition and management of the Corridor. The planning teamhas answered these questions as completely as possible and has used the answersas the basis for preparing section D, Analysis of Corridor Management Alternatives.

a. Public Support

Public support must be a primary consideration throughout the process of selectinga management strategy for the Corridor. How much support would the alternativehave among the people of the Adirondack region and across New York State?

b. Public Need

When considering the feasibility and desirability of using the Corridor for railtransport, several factors should be considered. Rail use of the Corridor should


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provide an efficient option for the movement of people and goods. Considerationmust be given to the current capacity and condition of available transportationas well as transportation accessibility. Also the cost to provide a transportationservice on this corridor must be evaluated against available resources from publicand private sources.

What is the importance of the Corridor in providing benefits to local communitiesand the people of the State through the re-establishment of commercial railservice whether passenger, freight, tourist recreation, or a combination of theabove? Does that importance justify the continued management of the Corridoras a railroad over its full length or on certain segments, to the extent that railinterests would supersede trail interests on the rail bed? What types of railuse should be permitted?

What is the importance of the Corridor as a recreational trail? Does theimportance of the Corridor as a potential recreational trail route exceed itsimportance as a commercial railroad over its full length or on certain segments,to the extent that trail interests would supersede rail interests on the rail bed?What types of trail use should be permitted and where?

c. Economic Benefits

What are the extent and magnitude of the economic benefits which the alternativewould bestow within the Corridor region and across the State?

d. Environmental Impacts

What environmental impacts would be caused by the alternative and to whatextent can they be mitigated?

e. Infrastructure Needs

What existing facilities will need to be restored and maintained and what newfacilities constructed in order to implement the alternative?

f. Costs and Revenues

What will be the start-up and operating costs associated with the alternativeand who will bear those costs? What revenues will accrue and who will receivethem? Will the alternative require an ongoing government subsidy?

g. Funding


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What sources of public and private funding will be available to implement thealternative?

h. Administration

If the alternative is implemented, what entity will be charged with Corridormanagement responsibility? Will it be State government, local government,a private organization, or a combination of the above? How much authoritywill the chosen entity have over Corridor operation and how will decisions bemade? Who will be responsible for law enforcement on the Corridor?

i. Liability

What personal injury and physical damage liability will the State incur as theowner of the Corridor if the alternative is implemented?

B. PUBLIC SUPPORT FOR ALTERNATIVES

Public support for the various options presented for future corridor use have taken manyforms since the initiation of the planning process. These can be grouped into the followingcategories:

1. Public Information Meetings2. Letters of Support and Resolutions3. Newspapers4. Public Funding Initiatives5. Adirondack Centennial Tourist Run6. Volunteer Maintenance

1. Public Information Meetings

The State held three public information meetings in 1991. Located at Ray Brook,Old Forge and Utica the hearings were attended by over 450 people from the sixcounty area and beyond. Of the 80 speakers who made statements, over 80% stronglyfavored reactivating the railroad corridor for railroad use. This use would be exclusivelyrailroad or in combination with some form of recreational trail activity. Most speakersfavored public retention of the property and some form of permanent maintenanceof the Corridor.

Three public hearings were held in December of 1994 to receive comments on theDraft Remsen-Lake Placid Corridor Management Plan/EIS. Thirty-two people spoke


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at these meetings which were held in Utica, Old Forge and Lake Placid. Fifty-oneresponses (including petitions with 641 signatures) were received during the publicreview period which ended on January 20, 1995.

2. Letters of Support to the Governor, Legislature, State Commissioners andthe Interagency Planning Team

Letters supporting some form of reinstitution of rail service, combined with other recre-ational activities along the Corridor, have been submitted by private citizens, publicinterest groups, public officials and elected government bodies. These support actionswere in addition to those included by members in the Citizen Advisory Committee.They included resolutions from the Towns of Forestport, Altamont and Piercefield.Also included were resolutions from the Intercounty Legislative Committee of theAdirondacks and the Mayor of Utica. The Adirondack Railway Preservation Societysubmitted 450 postcards supporting rail restoration. A petition with 8,000 signaturessubmitted by Sally Smith of Big Moose and ARPS, promoted "Preserving theAdirondack Division of the New York Central (M&M Railroad) as an HistoricLandmark."

Forty-seven form letters to the Planning Team favored removing the tracks and allowingonly non-motorized use.

Resolutions in support of rail rehabilitation of the Remsen-Lake Placid Corridor havebeen received as follows;

1988 - Hamilton County Board of Supervisors, New Hartford Town Board1990 - Franklin Co. Board of Legislators1991 - Intercounty Legislative Committee of the Adirondacks (representing

Clinton, Essex, Franklin, Fulton, Hamilton, Herkimer, St. Lawrence,Saratoga, Warren and Washington Counties.); Hamilton County Boardof Supervisors; Towns of Forestport, Piercefield, Remsen.

1993 - Herkimer County Board of Legislators; Towns of Altamont, Harrietstown,Webb; City of Utica; Central Adirondack Association; New YorkSnowmobile Coordinating Group.

Resolutions supporting the restoration of the Corridor by the Adirondack RailwayPreservation Society have been received as follows;

1994 - Franklin County Legislature; North Elba, Piercefield Town Board, TownBoard, Lake Placid Board of Trustees, Village of Saranac Lake.

1995 - Essex County Board of Supervisors.

3. Newspapers


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Articles have appeared periodically in local newspapers and in the Albany Times Unionnoting the current activities of the railroad corridor planning process or with the Centenni-al Tourist news. The articles generally reported the favorable reaction the publicexhibited at the public information meetings. These were chronicled in the AdirondackDaily Enterprise, the Utica Observer Dispatch, the Rome Sentinel and the SaranacPress Republican.

The Utica Observer Dispatch published an editorial questioning the need for expending$31 million to rehabilitate the railroad. Accompanying this editorial was a politicalcartoon that illustrated another perspective to the Adirondack Railroad issue. (SeeAppendix 18.)

4. Public Funding Initiatives

On October 25, 1992 the State received an application to fund rehabilitation of 55miles of the Remsen-Lake Placid Line from Remsen, Oneida County to the Herkimer-Hamilton County line north of Beaver River. The $6.0 million rehabilitation requestwas for railroad work only and was submitted by Senator William Sears for consider-ation under the New York State Jobs Bond Act which subsequently did not receivevoter approval. That application included the following breakdown:

Corridor Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $4.9 MUtica Station Access Improvementsfor trains and passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.5 MEquipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.3 MContingency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.3 M

The request was essentially consistent with the figures developed by the DOT/DECTask Force studying Corridor alternative uses.

The NYS Legislature passed two items in the State Budget for 1993-94 relative tothe Remsen-Lake Placid Corridor. Voting favored a $400,000 fund for stabilizationof the Corridor from Remsen to Lake Placid and a provision of $50,000 to do a profit-ability-feasibility study.

There are no other records of any additional public or private funding initiatives otherthan those associated with the volunteer initiatives described elsewhere in this report.

5. Adirondack Railway Preservation Society and Adirondack Centennial andScenic Railroad Tourist Trains


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See Sections VII.C. and VII.D.

6. Volunteer Maintenance

Two significant actions have allowed volunteers to perform maintenance on the Remsen-Lake Placid Corridor. These actions were consistent with the goal of preserving theCorridor during the planning process.

A permit was issued to the New York Snowmobile Coordinating Group which allowedsnowmobiles access to most areas of the Corridor. In addition to providing recreationalaccess, the permit also allowed the snowmobiling organization to perform maintenancecommensurate with their winter activities. On May 5, 1992 a permit was issued by the DOT to the Adirondack RailwayPreservation Society for the purpose of maintaining the Corridor to prevent furtherdeterioration. Also included was maintenance to remove or warn of hazards. Workingunder the scrutiny of the Department of Environmental Conservation and the AdirondackPark Agency, this volunteer organization has performed thousands of hours of basicmaintenance on the Corridor (See Section VII.C.) Their presence and activities werealso instrumental in assisting the Railway Historical Society in their effort to institutea scenic rail service as part of the Adirondack centennial.

C. ALTERNATIVE TRAVEL CORRIDORS AND CORRIDOR TRAILS

The communities of any region depend upon highways and railroads for their connectionwith the outside world. In an area like the Adirondacks, the destinations of major travelroutes largely were determined by the locations of natural resources and population centers.In turn, some communities came to be only after the railroad had been built. To get to theirdestinations, the early railroads and highways that now compose most of the system of majorAdirondack travel corridors had to take the best available routes through the mountains.Today, as a close look at a map of the Adirondack Park will show, Adirondack topographycombines with the extensive patchwork of constitutionally protected Forest Preserve landsto leave few opportunities for establishing new travel corridors.

More than 100 years ago, in determining the best course for a railroad throughout the centralAdirondacks, Mr. Webb analyzed alternative routes and chose what is now the Remsen-LakePlacid Travel Corridor as the one most practical. Certainly, there were other possibilities,but none as good to serve the purposes for which it was built. Through the years, the Corridorhas continued to have value as a long-distance connection between the communities whichit serves. Today, if the Corridor were officially abandoned as a railroad, the high cost, generalphysical impracticability, and numerous legal obstacles involving the exercise of eminentdomain over private lands and the conversion of Forest Preserve lands would make thecreation of an alternative railroad route virtually impossible. Therefore, the analysis of


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alternatives in this plan does not encompass a detailed comparison of alternative railroadroutes.

When considering recreational trail use, the issue of alternative long-distance corridor trailroutes can be seen in a similar light. As with a railroad, a given corridor trail is unique inproviding access to a particular region and serving the communities through which it passes.Consequently, when considering snowmobile use on the Remsen-Lake Placid Travel Corridor,it would seem more appropriate to consider other trail routes through other regions of theAdirondacks as additional recreational and economic opportunities to be analyzed on theirown merits rather than as alternatives to the Corridor. Accordingly, this plan does not includea detailed analysis of alternative snowmobile corridor trail routes in other parts of theAdirondack Park.

The consideration of alternatives in relation to trail use in general, and specifically the useof snowmobiles on the Remsen-Lake Placid Travel Corridor would more appropriatelyfocus on the use of other routes that would pass through the same region and connect thesame communities. However, a look at a map of the Adirondack Park clearly shows that,while other hypothetical routes linking Old Forge with Tupper Lake, Saranac Lake, andLake Placid could be found, they would all involve some combination of private lands andForest Preserve wilderness areas. The Corridor has a substantial advantage over thehypothetical alternatives because the many hurdles of assembling a continuous route acrossmany ownerships already have been overcome.

One approach to an alternative snowmobile route involves the placement of long segmentsof the trail within State highway rights-of-way. At present, while snowmobiles may be usedwithin the right-of-way on segments of State highways where their use is specifically permitted,safety concerns compel the Department to refrain from granting such permission in nearlyall cases. The Route 28 segment in the Town of Webb where snowmobiles are allowedis unique in that a broad, level path safely separated from the highway was already in place.An additional consideration especially pertinent to corridor trails is that, besides giving accessto existing destinations, they provide opportunities for a unique form of recreation that makethe trails destinations in themselves. The desirability of a given route for many recreationistsdepends more upon the quality of the recreational experience than where the trail starts andends. Therefore, though perhaps it would be physically possible to construct a trail segmentwithin a state highway right-of-way, the experience for trail users would probably not beof sufficiently high quality to hold much attraction.

Because the Corridor is the only existing continuous long-distance travel route currentlyavailable for use as a snowmobile corridor trail, and because of the many obstacles presentlyin the way of relocating any segment of the trail, a detailed investigation of alternative routeshas not been undertaken here. In the event that a viable rail service proposal should includewinter operations, or future State planning efforts determine that snowmobile use would


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not be appropriate on all or parts of the Corridor, a detailed exploration of alternatives wouldbe justified.


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D. DESCRIPTION AND ANALYSIS OF CORRIDOR MANAGEMENTALTERNATIVES

The discussion of each of the six management alternatives has been arranged in two sections:

! Description of the Alternative

The alternative is described with reference to its physical and operational characteristics,estimates of associated costs and revenues, and primary environmental, social, andeconomic impacts.

! Analysis of the Alternative

The alternative is analyzed with reference to the list of issue questions. Advantagesand disadvantages are noted. The analysis is followed by a concluding statementabout the suitability of the alternative.

The analysis of the alternatives strongly reflects the interests of the citizens of the six-countyCorridor region as expressed at the public information meetings held in October 1991. Italso incorporates the views of the members of the Citizens Advisory Committee appointedto aid in the development of this plan. Finally, it represents the judgments of the membersof the interdepartmental planning team.

Although the order in which the alternatives have been listed can be seen as a series of stepstoward full rail development, the order is more importantly a sequence of increasing suitabilityfor Corridor management, as determined through the process of analysis. Therefore, whenviewed in reverse, the alternatives are listed in the order of Corridor managementimplementation. In other words, if full rail development as envisioned in the preferred alternativefails to materialize, alternative 5, (see page XV.) as the next most suitable alternative, wouldbe implemented. After alternative 5 would come alternative 4, and so on. However, theplanning team does not consider the implementation of alternatives 3,2, or 1 to be advisableunder any circumstances.

When reviewing the alternatives, it should be borne in mind that they are described in theirfully-implemented state. Such a description allows them to be compared for their long-termplanning implications. In reality any of the alternatives, if implemented, would develop overan extended period of time. The amount of time needed would be determined by the availabilityof public and private staffing and funding resources.

It must be recognized that, although Alternative 6 has been selected for implementation asa result of this planning process, a number of factors outside the control of the managingagencies will affect the progress and direction of Corridor development. This plan should


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be considered a living document which may be modified when deemed necessary by themanaging agencies, who will continue to monitor the development of the Corridor throughthe coming years.

****

1. DISMANTLE THE CORRIDOR

DESCRIPTION OF ALTERNATIVE 1

The "travel corridor" classification of the Remsen-Lake Placid Corridor would berescinded. Corridor lands would either be sold or State agency jurisdiction over themwould be transferred.

After consideration and action by APA, OPRHP and SEQR, the rails, ties and otherstructures within the Corridor would be removed, though the possibility of preservingone or more of the existing historically important station buildings would remain. ThoseCorridor segments which adjoin private lands and are deemed inessential to resourceprotection or public use needs would be sold. Jurisdiction over those segments whichadjoin or otherwise complement existing Forest Preserve lands would be transferredto DEC. The action could be accomplished within five years.

Principal Environmental, Social, and Economic Impacts

Dismantling the Corridor would open the way to the future consolidation of existingForest Preserve lands and the reclassification of some Forest Preserve lands towilderness. The sense of remoteness available on nearby Forest Preserve lands wouldbe protected from the noise and visual impacts which might be associated with Corridoruse. The environmental effects which could accompany construction and maintenanceactivity would be eliminated. The potential for use-related impacts on adjacent ForestPreserve lands, as well as trespass onto private lands, would be reduced.

On the other hand, the work involved in the removal of the rails, ties, bridges, andculverts from the Corridor could cause some sedimentation of streams, ponds, andwetlands. Most importantly, this alternative would prevent the realization of thesubstantial economic, recreational, and educational benefits which could accrue fromretaining the Corridor and developing its rail and trail potential.

Costs and Revenues

The sale and rededication of Corridor lands which would result from the implementationof this action would make moderate demands on State personnel until the project


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was completed. An additional staff person could be hired to administer the disposalof Corridor assets. Costs could be incurred to litigate legal challenges to the breakup of the Corridor.

Revenue could be realized through the salvage of the rails and the sale of station buildingsand Corridor lands.

!! Salvage

Assuming that the rails and associated hardware would be sold as scrap iron,an operation to sell and remove the rails and ties probably would generate littleif any revenue for the State. However, if a buyer could be found who was inter-ested in relaying the rails on another railroad, the sale of the rails and associatedhardware could bring the State a net revenue of up to $3.5 to $4.0 million.Subtracted from that would be a cost of approximately $375,000 to removethe ties (Landrio, personal contact 1992). Nevertheless, it is unlikely that abuyer interested in a substantial amount of Corridor rail for relay purposes couldbe found at any given time.

!! Real Estate

The State of New York acquired the Corridor property in 1974, ultimatelypaying $11.0 million. It would be reasonable to assume that more total revenuecould be realized by selling a number of smaller parcels than by conveying theCorridor as a whole. Precise revenue figures for the sale of Corridor landscan not be given, especially in light of the uncertainty about which Corridorsegments would be retained by the State under this alternative.

Regional Economic Impacts

The dismantling of the Corridor would bring few economic benefits to the Adirondackregion. The potential for the economic benefits which could result from the rehabilitationof Corridor facilities and the establishment of tourist excursion, passenger, and freighttrain service and recreational trail use would not be realized.

Analysis of Alternative 1

Undoubtedly the dismantling of the Corridor would result in certain benefits. Theelimination of the "travel corridor" classification would open the way to the consolidationof existing Forest Preserve lands, and the removal of the prospect of rail and trailuses would eliminate the potential for associated impacts to adjacent lands, both publicand private. In addition, the State would be relieved of management responsibility


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for the Corridor and the costs associated with management, maintenance, and liability.Indeed, the salvage of the rails and the sale of Corridor lands could generate someincome for the State. However, such benefits would only be gained at the cost ofeliminating all future opportunities to realize the Corridor's potential for significantrecreational, educational, and economic benefits.

Both as a railroad and as a recreational trail, the Corridor is believed to have greatpromise as a tool for the economic development of the communities of the westernAdirondacks. It could provide a unique form of public access to the open space andrecreational resources of an otherwise remote section of the Adirondack ForestPreserve. Looking into the future, the Corridor could become even more importantas a travel corridor should unforeseen developments in the national economy,environmental regulations and transportation technology emerge. If the Corridor weredismantled, it would be extremely difficult, if not impossible, to respond to such futuredevelopments by attempting to reassemble it.

The importance of the Corridor for its ability to provide for an array of possible usesand benefits is augmented by its historic value as one of the first railroad routes throughthe Adirondack region. The Corridor, with all appurtenant railroad facilities, has beenlisted on the National and State Registers of Historic Places.

Finally, the public strongly supports the position of retaining the Corridor intact.

Conclusion

BECAUSE THE REMSEN-LAKE PLACID CORRIDOR IS UNIQUE AS AHISTORIC ADIRONDACK TRAVEL CORRIDOR WHICH HAS SIGNIFICANTPOTENTIAL FOR RAIL AND TRAIL USES, BECAUSE CORRIDOR DEVEL-OPMENT COULD FOSTER SUBSTANTIAL REGIONAL ECONOMICDEVELOPMENT, AND BECAUSE THERE IS STRONG PUBLIC SUPPORTFOR RETAINING IT, THE CORRIDOR SHOULD NOT BE DISMANTLED.

****


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2. MAINTAIN THE INTEGRITY OF THE CORRIDOR,CONDUCT NO MAINTENANCE, ALLOW NO PUBLIC USE


State ownership of the Corridor in its present uninterrupted form from Remsen toLake Placid would be retained. No maintenance of the rail bed or other Corridorfacilities would be conducted. No use of Corridor lands would be allowed, eitheras a railroad or a recreational trail.

The Corridor would retain its "travel corridor" classification under the APSLMP.It would be posted against trespass. Limited Corridor use by individuals for gainingaccess to otherwise inaccessible private lands and the extension of current occupancyarrangements would be allowed by permit only. All rail and non-rail options of futureuse would be preserved.


The prohibition of Corridor use would eliminate the impacts to adjacent Forest Preserveand private lands which could result from Corridor use. The retention of the Corridorand its "travel corridor" classification would preserve the potential for the future realizationof rail and trail development benefits on the Corridor.

On the other hand, the retention of the "travel corridor" classification would preventthe consolidation of existing Forest Preserve lands under a single classification andthe potential reclassification of some Preserve lands to wilderness. Without maintenance,Corridor facilities would deteriorate. Drainage structures would eventually fail, leadingto rail bed washouts and the sedimentation of streams, ponds, and wetlands. In addition,this alternative would prevent the immediate realization of the economic, recreational,and educational benefits which could accrue from the development of rail servicesand recreational trail uses on the Corridor.

Costs and Revenues

Minimal State agency staff time would be required to implement this alternative. Sinceno maintenance of Corridor facilities would be done, costs associated with maintenanceand management would be minimized. However, any future efforts to open the Corridorto rail and non-rail uses would cost more than if Corridor facilities had received regularmaintenance. Costs could be incurred to litigate damage suits. As "attractive nuisances,"un-maintained Corridor facilities could be implicated in Corridor accidents despitethe prohibition against use.


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The State would receive minimal revenue for access and occupancy permits.


A decision to retain the Corridor but allow no use would bring no economic benefitsto the Adirondack region. The potential to create jobs associated with the rehabilitationof Corridor facilities and the operation of rail services would not be realized. Thegrowth in economic activity among regional tourist businesses and other commercialenterprises which could be induced by the establishment of excursion, passenger,and freight train service and recreational trail use would not materialize. The prospectof future rail use would become progressively less attractive as the physical conditionof Corridor facilities continued to deteriorate.

ANALYSIS OF ALTERNATIVE 2

This alternative is similar to alternative 1 in that the absence of Corridor maintenance,construction, and rail and trail uses would assure that adjacent Forest Preserve andprivate lands would not be subjected to the impacts related to those activities. Althoughthe retention of the "travel corridor" classification would prevent the technicalconsolidation of existing Forest Preserve lands, in practical terms the prohibition againstuse would have many of the beneficial environmental effects of dismantling the Corridor.The travel corridor classification would not impede the management of large blocksof private and Forest Preserve lands on either side of the Corridor for wilderness,wildlife, forest products and other open space values.

In addition, while the first alternative would completely destroy the Corridor, alternative2 would allow it to remain intact, thus preserving future Corridor use options whileminimizing short-term State costs. The Corridor's value as a facility of unique historicimportance would not be completely destroyed.

On the other hand, alternative 2 would delay the realization of the potentially significantrecreational, educational, and economic benefits which would result from thedevelopment of the Corridor's rail and trail potential. The continued deteriorationof Corridor facilities would make the ultimate reactivation of the Corridor increasinglycostly. Rail advocates, recreational interests, environmental groups and the publicin general would strongly support a decision to take immediate steps to open theCorridor to rail and recreational trail uses.

Conclusion

ALTHOUGH THIS ALTERNATIVE WOULD PRESERVE THE CORRIDORFOR FUTURE DEVELOPMENT, IT WOULD DELAY INDEFINITELY THE


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REALIZATION OF THE CORRIDOR'S CURRENT POTENTIAL FOR RAILAND TRAIL USES AND REGIONAL ECONOMIC BENEFITS. THEREFORE,A MORE ACTIVE COURSE OF CORRIDOR DEVELOPMENT SHOULD BEIMMEDIATELY PURSUED.

****

3. MAINTAIN THE INTEGRITY OF THE CORRIDOR,CONDUCT MINIMAL MAINTENANCE, AL LOW PUBLICUSE BY SHORT-TERM PERMIT ONLY(THE "NO ACTION" ALTERNATIVE)


! Physical

State ownership of the Corridor in its present uninterrupted form from Remsento Lake Placid would be retained. The rail bed would be maintained in its presentcondition, but no maintenance of Corridor structures such as rails, ties, andbridges would be conducted by the State.

The Corridor would retain its "travel corridor" classification under the APSLMP.All rail and non-rail options of future use would be preserved. The Corridorwould be posted against trespass. Though no attempt would be made by theState to upgrade the condition of the rail bed by restoring the washouts whichpresently exist, the Corridor would be continually monitored and work wouldbe done as necessary to prevent new washouts from occurring. Upgradingof the rail bed and Corridor structures by permittees would be allowed in accor-dance with established standards.

Because it is conceivable that under this alternative the full range of Corridoruses, from no public use to full rail service with a parallel recreational trail couldbe established through a permitting process (see "Operational" description,below), the physical description sections for alternatives 2, 4, 5 and 6 shouldbe referred to for details.

! Operational

Rail or recreational trail use of Corridor lands would be allowed by short-termpermit only. Permits would be issued to organized groups capable of obtainingliability insurance coverage for the permitted use. The planning process couldbe used as a basis for deciding which organizations would be eligible for permits


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on given Corridor segments by determining compatible uses. Permit applicationswould be reviewed and permits issued by existing State personnel. This in effect,is the "no action" alternative and could be implemented immediately.

Theoretically it is possible that a wide range of uses and a substantial degreeof development could occur on the Corridor under the current system ofmanagement by permit. However, this system is considered to be appropriateonly as a way to allow some maintenance and use of the Corridor until theplanning process is completed. The operational description sections for alterna-tives 2, 4, 5 and 6 give more details about the varying levels of potential Corridordevelopment conceivable under this alternative.


Because all the types and levels of use encompassed by alternatives 2, 4, 5 and 6would be possible under this alternative, the discussions of environmental impactsfor those alternatives are referred to here.

Costs and Revenues

See the cost and revenue discussions for alternatives 2, 4, 5 and 6.


See the economic impact discussions for alternatives 2, 4, 5 and 6.


Under alternative 3 the State would be required to commit minimal funding and staffingto the management and maintenance of the Corridor. Because organizations permittedto engage in rail and trail uses would be required to obtain liability insurance, the State'sliability exposure would be minimized. Unlike alternatives 1 and 2, a substantial degreeof rail and trail development would be possible, though such development would dependlargely upon the efforts of private organizations and volunteers. Private funding couldbe supplemented by grants from various funding sources, such as the federal SymmsAct, REDS and ISTEA, thereby allowing the Corridor to be improved without relyingheavily upon the use of State funds.

Depending upon the scale of rail and trail uses permitted, alternative 3 would impartsome regional economic benefits, and allow some recreational opportunities. TheCorridor's historic value would be better preserved than in the previous alternatives,because the maintenance of the rail bed would prevent further deterioration. As a


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result, should a more active approach to management be adopted in the future, thecost of rail restoration would be less than if the rail bed had received no maintenance.However, because rail and trail uses and some maintenance of the Corridor wouldbe allowed under alternative 3, adjacent Forest Preserve and private lands wouldbe subjected to noise, visual, water quality, and fish and wildlife impacts related tothose activities. Opening the Corridor to trail use would introduce the possibility oftrespass onto adjacent private lands.

Despite the potential for rail and trail development that would exist under alternative3, its implementation would, in effect, promote a passive approach to Corridor man-agement. Adoption of this alternative would only partially realize the Corridor's potentialas a recreational trail and as a tool for the economic development of the Corridorregion. The State would be responding to individual permit applications rather thanseeking to implement an active and comprehensive approach to Corridor management.Applications would be reviewed and permits monitored by State agencies with insufficientstaffing and complex bureaucracies. Because permits would be issued only for limitedperiods of time, few private organizations or companies would be motivated to investin rail enterprises which by their nature require several years to mature. The alternativewould be seen by the public, especially rail and recreational trail advocates, as onlya partial commitment to the development of the Corridor.

Conclusion

RATHER THAN ALLOWING THE PRESENT SITUATION OF CORRIDORMANAGEMENT BY SHORT-TERM PERMIT TO CONTINUE, A MORE ACTIVEAND COMPREHENSIVE APPROACH TO CORRIDOR MANAGEMENTSHOULD BE PURSUED.

****

4. OPEN THE ENTIRE LENGTH OF THE CORRIDOR TOCOMPATIBLE RECREATIONAL TRAIL USES -ALLOW NO RAIL USES


Two variations of this alternative are possible. In the first, the rails and ties are retained;in the second, the rails and ties are removed.


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a. Future Rail Options Preserved - Retain the Rails and Ties

Physical

State ownership of the Corridor in its present uninterrupted form from Remsento Lake Placid would be retained. The Corridor would retain its "travel corridor"classification under the APSLMP. The rails and ties would remain in placeover the full length of the Corridor in anticipation of the eventual restorationof rail service. The rail bed would be continuously maintained in its presentcondition.

In order to increase the suitability of the Corridor for trail purposes and to ensurethe safety of trail users, a number of minor construction projects would beundertaken, including constructing bridges at washouts and installing deck plankingand safety rails on existing railroad bridges. Assuming that funding would beavailable, such construction could be completed within 5 years.

With rails and ties intact, the suitability of the rail bed for trail purposes couldbe maximized by covering the rails and ties to provide a smooth trail surface.However because such an action, besides its high cost, would greatly increasethe deterioration rate of the very facilities which it was meant to preserve, itis considered very unlikely that a decision to cover the rails and ties would everbe desirable.

Operational

The entire length of the Corridor would be opened to all compatible publicrecreational trail uses within the width of the rail bed and no rail uses wouldbe allowed. The development of the Corridor as a trail would be coordinatedwith existing and planned trail systems intersecting and surrounding the Corridor.

The issue of the compatibility of different types of trail use has received muchattention during the planning process. In consultation with the citizens advisorycommittee it has been decided that, because the Corridor is unique as a long-distance trunk trail which has special attraction for all types of trail users, a numberof possible uses should be accommodated on the Corridor (see Section V.B.2.g.and Appendix 9. According to this variation, the following trail uses wouldbe allowed to simultaneously occupy the rail bed:

Summer - Pedestrian, horse, all-terrain bicycle, horse and wagon *


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Winter - Pedestrian (includes skiing, snowshoeing), snowmobile, touringbicycle *

* Use by horse and wagon would only be feasible if the rails and ties werecovered. For use by touring bicycles, the surface of the fill material would haveto be sufficiently hardened.

Under this variation, it would be possible to restrict certain trail uses to specificCorridor segments. The option of trail use segmentation most likely to beconsidered would be the recommendation by some environmental groups toprohibit motorized vehicle use, including snowmobiles, on parts of the segmentbetween Beaver River and Lake Clear Junction.


The retention of the "travel corridor" classification would prevent the consolidationof existing Forest Preserve lands and the potential reclassification of some ForestPreserve lands to wilderness.

Current permitted and unpermitted uses of the Corridor have led to occasionsof trespass onto adjacent private lands and motorized vehicle intrusion intoadjacent primitive and wilderness areas. Opening the Corridor to public trailuse could increase the incidence of such problems, along with use-related impactson nearby Forest Preserve lands and waters. The use of motorized vehicleson the Corridor could affect the sense of remoteness available in wildernessand primitive areas near the Corridor. Construction and maintenance activitieson the Corridor could have an effect on streams, wetlands and wildlife. Thepotential impacts would not be severe and could largely be mitigated.

Costs and Revenues

Once the decision were made to open the Corridor to recreational trail uses,costs would be incurred for the construction which would be done to improvethe Corridor for those uses. The following cost figures for various trail improve-ment measures are preliminary estimates for planning purposes. Accurate costfigures for budgeting and contract purposes can not be obtained before detailedengineering is done on each project.

(1) Bridges at Washouts

The streams crossing the Corridor at existing washout locations are fairlysmall. Bridges with unsupported spans between 20 and 40 feet long,


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substantial enough to support snowmobiles and a snow load, would beconstructed. The following cost estimates assume that the bridges wouldbe built by a private contractor and include no special costs for transportingmaterials to bridge sites.

Bridge Span Estimated Cost Range

20 feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,500- 4,500 30 feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000- 7,000 40 feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,000-11,000

Considering that there are seven washouts along the Corridor which wouldrequire bridges and assuming that the typical situation would require a30-foot bridge, the total cost of bridges on the entire length of the Corridorwould be:

Typical bridge span: 30 feetCost of 30-foot bridge: $5,000-7,000Number of bridges needed: 7Total cost of bridges: $35,000-49,000

Costs at bridge locations would be increased where filling and gradingwould have to be done to construct a trail connection between the railbed and the bridges.

(2) Deck Planking and Safety Rails on Existing Railroad Bridges

Many of the existing bridges on the Corridor must be planked andprovided with safety rails to be suitable for most non-rail uses. Thereare a number of bridge types of varying lengths, each of which posesunique design requirements. For instance through-girder bridges havesteel side rails which would not have to be supplemented in order to besafe for trail uses. The following table incorporates a figure of $12-15per foot for materials needed for planking eight feet wide and a full safetyrail. Labor would add another $10-15 per foot. The railing componentis estimated at $3 per foot for materials and $3 per foot for labor.

Estimated CostMile Post Bridge Description* of Improvement

H 33.7 240 feet, four deck girder sections $4,600-6,30030 feet, one deck truss of 92 feet


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H 35.7 54-foot through truss 1,200-1,600H 39.9 96-foot deck truss 2,100-2,900H 40.5 65-foot through girder 1,000-1,600H 49.6 246 feet, three 82-foot deck girder 5,400-7,400

sectionsH 50.9 19-foot deck girder 400 - 600H 52.8 78-foot through girder 1,200-1,900H 53.7 83-foot deck truss 1,800-2,500H 58.1 40-foot deck girder 800-1,200H 71.5 194-foot three-span deck girder 4,300-5,900H 81.9 93-foot two-span through girder 1,500-2,200H 98.5 48-foot through girder 800-1,200H 112.8 121-foot through truss 2,600-3,600H 113.5 24-foot deck girder - two tracks 600 - 800H 129.9 40-foot deck girder 900-1,300LP 9.7 34-foot deck girder 700-1,000LP 9.6 100-foot two-span deck girder 2,200-3,000LP 8.5 25-foot deck girder 600 - 800LP 5.5 20-foot deck girder 400 - 600LP 2.4 17-foot deck girder 400 - 500LP 2.2 18-foot deck stringer 4 0 0 - 5 0 0

TOTAL: $33,900-47,400

* Deck truss, through truss, deck stringer, deck girder - Requires Safety Rail Throughgirder - Does not require safety rail

(3) Covering Rails and Ties

In the event that the decision is made to improve the Corridor for trailuses while preserving the potential for rail reactivation, gravel could beplaced over the rails and ties. The following cost estimate is based ona trail surface width of eight feet, six inches and a fill depth of six inches.

Crusher-run gravel,delivered: $ 5.50- 6.00 per cubic yardSpreading and packing: $15.00-19.00 per cubic yardTotal cost: $20.50-25.00 per cubic yard

At 850 cubic yards per mile,Total cost per mile: $17,425-21,250Total cost for 35 mile stretch


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from Stillwater Reservoir toTupper Lake (sample project): $610,000-744,000

Total cost for entire 119-mile Corridor: $2,074,000-2,529,000

(4) Staffing

Additional State personnel would be hired to meet ongoing Corridormaintenance and law enforcement responsibilities. In order to performadequate maintenance of the trail bed and to remove brush and blowdown,a full-time year-round DEC trail crew would be hired, consisting of alabor supervisor and three laborers. Approximate average annual coststotal $103,000 (see page 24.) This represents the approximate costof maintaining the entire 119-mile length of the Corridor as a trail. Asan alternative, since the Corridor lies within two DEC regions, it is likelythat two or more existing trail crews responsible for Forest Preservetrails would be expanded and would add the Corridor to their maintenanceduties. A single crew is used here to simplify cost calculations. The costwould be reduced in proportion to the amount of volunteer labor available.


By opening the Corridor to recreational trail uses, the implementation of thisalternative would promote tourism in nearby communities by providing additionalrecreational opportunities throughout the year. Although the number can notbe predicted, undoubtedly the opening of the Corridor as a trail would attractnew visitors to communities along the Corridor. As a result, it is likely that localmerchants would realize an increase in purchases of food, lodging, suppliesand fuel. Considering snowmobile use specifically, it is possible to generate useful economicimpact figures. According to the "New York State Snowmobiling Assessment,"by Chad Dawson, the average trip-related expenditure for a snowmobiler inthe state in 1990 was $30. Using an estimated total of 20,000 snowmobiletrips on the Corridor during the winter of 1991-1992, it was calculated thatsnowmobiling gave an economic benefit of approximately $600,000 to businessesin the Corridor region.

b. Future Rail Options Eliminated - Remove the Rails and Ties


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Physical

As in the first variation, State ownership of the Corridor and its "travel corridor"classification would be retained. The rails and ties would be removed overthe full length of the Corridor. Existing railroad bridges and culverts wouldbe left in place and maintained. The rail bed would be continuously maintainedin its present condition. In other words, while the grade of the rail bed wouldnot be restored at existing washouts, grading and stabilization work would bedone to make the rail bed suitable for trail purposes and to prevent future wash-outs.

With the rails and ties gone, the rail bed would be in optimum condition fortrail purposes. The same construction projects would be undertaken to increasethe suitability of the Corridor for trail purposes and to ensure the safety of trailusers as in the first variation, including constructing bridges at washouts andinstalling deck planking and safety rails on existing railroad bridges. Assumingthat funding would be available, such construction could be completed within5 years.

Operational

Jurisdiction over the Corridor property would be transferred to NYSDEC.In other respects, the operational details would not differ from the first variation.


The impacts related to the two variations of this alternative would be similar,with one notable difference. The removal of the rails and ties would preventthe realization of the economic, recreational, and educational benefits whichcould accrue from the development of rail services on the Corridor. In addition,the work involved in the removal of the rails and ties and the preparation ofthe rail bed for trail purposes could cause some sedimentation of streams, ponds,and wetlands.

Costs and Revenues

As in the first variation, additional DEC staff would be hired to meet trailmaintenance and law enforcement responsibilities, and costs would be incurredfor the construction which would be done to improve the Corridor for trail use,including the construction of bridges at washouts and the installation of deckplanking and safety rails on existing railroad bridges. One potentially substantialcost which would not be incurred with this option is covering the rails and ties.


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! Paving the Rail Bed *

For any segment which would be devoted to use by touring bicycles,the cost of paving the trail surface would be added.

TrailWidth

Cost Per Mile

Gravel and Grading Asphalt Total

Total Cost forSegment fromTupper Lake to LakePlacid (36 mi.)

8 feet $5,000 $14,000 $19,000 $684,000

* Landrio

! Salvage

Revenue could be realized through the salvage of the rails (see page 120.)


While the two variations would confer similar economic benefits to the Corridorregion, the removal of the rails and ties would make the Corridor much moreattractive as a trail than if the rails and ties were to remain in place. Thereforeit is likely that the economic benefits imparted to nearby communities by thesecond variation would be greater. Though the option of covering the railsand ties discussed under the first variation would practically eliminate thedifference between the two variations, such an action is considered unlikelybecause of its excessive cost and its deleterious effect on the rails and ties.


According to alternative 4, the recreational trail potential of the Corridor wouldimmediately begin to be developed. This alternative would create a unique long-distancetrunk trail that could provide public access to the open space and recreational resourcesof the Adirondack Forest Preserve, provide trail linkages with remote Adirondackcommunities and local trail systems, and thereby impart economic benefits to the regionby attracting trail users. By providing a new avenue of access to an otherwise remotearea of the Preserve, opening the Corridor as a trail would help to relieve other Preserveareas of recreational use pressures.

Because trail uses would be promoted while rail uses would be postponed or eliminated,alternative 4 would require less funding from the State and other sources for Corridorconstruction and maintenance than would be necessary for the implementation of the


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alternatives involving rail restoration. Compared to alternatives 1 and 2, the State'sliability exposure would be reduced through the improvement of safety conditionson the Corridor and an active program of deterring unauthorized use.There are two versions of this alternative:

1. Retain the Rails and Ties

In the first version the rails and ties would be retained, with the intention ofreactivating rail services at some time in the future. Though preferable fromthe standpoint of preserving options of future use, as well as the Corridor'shistoric value, the retention of the rails and ties would make this version lessdesirable from the perspective of recreational trail use. Covering the rails andties with gravel to provide a more suitable trail surface would be prohibitivelyexpensive and would lead to the much more rapid deterioration of the verystructures the action would be intended to preserve.

From the perspective of restoring rail services, it would appear illogical to retainthe rails for possible future rail reactivation while taking a position not to acceptserious rail service proposals which might be viable now.

2. Remove the Rails and Ties

In the second version, the rails and ties would be removed from the Corridor,under the assumption that rail service would never be reactivated. The conditionof the surface of the rail bed for trail uses would thereby be optimized. TheState would be relieved of management responsibility for the Corridor as apotential transportation facility and from associated management and liabilitycosts. But the potentially significant benefits of rail development would notbe realized.

Despite the intended elimination of rail potential under this version, it is suggestedthat the "travel corridor" classification not be rescinded, in order to assure theintegrity of the Corridor for future travel needs and current recreational uses.There is strong support for allowing the Corridor to be used as a link in a long-distance snowmobile trail system. The New York State Office of Parks,Recreation and Historic Preservation's State of New York Snowmobile TrailPlan indicates that corridor trail #7, which runs through New York from Quebecto Pennsylvania, is the state's most important snowmobile corridor trail andthat the Remsen-Lake Placid travel corridor right-of-way is the trail's mostcritical link. There is no other practical long-distance trail route through theAdirondack Park for snowmobiles. Therefore, because the removal of the"travel corridor" classification could lead to the reclassification of some segments


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of the Corridor to "wilderness," in which snowmobiles would not be permitted,snowmobile interests would prefer the retention of the existing classification.And because wilderness classification would preclude the use of bicycles aswell, those interested in the creation of a long-distance bicycle trail on the Corridorwould also wish to see its travel corridor status maintained.

On the other hand, because much of the Corridor segment between BeaverRiver and Horseshoe Lake is flanked by Forest Preserve lands with wildernessor primitive classifications, the elimination of motorized vehicle use on that segmentwould protect the area's wilderness character. Therefore, the conversion ofthe central segment to appropriate Forest Preserve classifications would bestrongly supported by those who favor wilderness consolidation. It is importantto note, however, that motorized vehicle use could be eliminated from partsof the Corridor without removing the travel corridor classification.

Outdoor recreation advocates would strongly support alternative 4, especiallythe version eliminating the rails and ties. To those interested in recreationaltrail opportunities it would be preferable to all other alternatives. Although ownersof lands adjacent to the Corridor are concerned that trespass problems wouldresult from opening the Corridor to recreational trail uses, with propermanagement and sufficient law enforcement presence, trespass problems wouldnot be significant. However, because the alternative would either postponeor prevent rail reactivation, the alternative would be strongly opposed by railadvocates and perhaps a large proportion of the general public.

Other factors have a bearing on the analysis of this alternative. From theperspective of use, it is difficult to objectively compare rail and trail potentialwith enough certainty to decide that one type of use should take precedenceover the other. In this case, it should not be assumed that the Corridor is soimportant for recreational trail purposes that the elimination of the Corridor'srail potential would be justified. While the Corridor has been identified as animportant snowmobile trail, it is not certain how popular it would be for othertrail uses.

Most railroad corridors which are the subjects of recreational trail planningefforts have been abandoned as railroads, and decisions about use are notcomplicated by considerations of rail use potential. In the case of the Remsen-Lake Placid Corridor however, rail use remains in the eyes of many not onlythe most appropriate use of a facility originally created as a railroad, but a viableuse with a real potential to provide recreational, educational, and economicbenefits.


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In addition it is important to consider that, while rail reactivation on the Corridorwould displace trail uses from the rail bed, it would not necessarily eliminatethem from the Corridor. On suitable Corridor segments a recreational trailconstructed within the bounds of the Corridor but off the rail bed, possibly linkingwith off-Corridor trail segments, could accommodate trail users at the sametime trains were occupying the rails. And because anticipated rail services wouldmost likely not involve winter operations, snowmobile use would continue tobe allowed on the rail bed. Clearly then, this important winter trail use wouldremain viable without a parallel trail.

In short, effective recreational trail use of the Corridor would not depend uponthe elimination of rail operations.

Conclusion

WHILE RECREATIONAL TRAIL DEVELOPMENT SHOULD BE CONSIDEREDA MAJOR GOAL OF CORRIDOR MANAGEMENT, TRAIL USES SHOULDBE ACCOMMODATED WITHOUT ELIMINATING THE OPPORTUNITYFOR THE IMMEDIATE DEVELOPMENT OF RAIL OPERATIONS.

5. DIVIDE THE CORRIDOR INTO RAIL/TRAIL AND TRAIL-ONLY SEGMENTS


The Corridor would be retained in its present uninterrupted form from Remsen toLake Placid. The Corridor would be divided into three segments, one on each endwhich would continue to be open to rail uses and one in the interior from which railuses would be excluded. The termini of the rail segments given here were chosenin recognition of the need to allow rail excursion services in the Thendara and LakePlacid areas to have the flexibility required for full development.

Segment 1: Rail with trailSegment 2: Trail, no railSegment 3: Rail with trail

The entire length of the Corridor would retain its "travel corridor" designation in orderto maintain its integrity as a long-distance trunk trail and to preserve the possibilityof reactivating it for travel purposes should the need arise at some time in the future.

a. Rail with Compatible Trail Uses


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Segment 1: From Snow Junction to the end of the causeway over the StillwaterReservoir at Beaver River: 50 miles.

Segment 3: From the bridge over the Raquette River at the village of TupperLake to the end of the line at Lake Placid: 36 miles.

Physical

Segments 1 and 3 would be developed and maintained under the same guidelinesgiven for the preferred alternative (see page 15.)

Operational

Segments 1 and 3 would be managed in accordance with the same directiongiven for the preferred alternative (see page 15.)

b. Trail Use Only, All Rail Use Excluded

Segment 2: From the end of the causeway over the Stillwater Reservoir atBeaver River to the bridge over the Raquette River at the village of TupperLake: 33 miles.

Physical

Segment 2 would be developed and maintained under the same guidelines givenfor alternative 4. b., Future Rail Options Eliminated - Remove the Rails andTies (see page 131.)

Operational

Segment 2 would be managed in accordance with the same direction givenfor alternative 4. b. (see page 129), with an additional consideration. Althoughit is thought desirable to retain the "travel corridor" classification for segment2 in recognition of its importance as a snowmobile trunk trail, it would be possibleto rescind the "travel corridor" classification for the interior segment in orderto remove it as an obstacle to Forest Preserve consolidation. Under this versionof the alternative, snowmobiles could be prohibited on parts of segment 2.


The retention of the "travel corridor" classification would prevent the consolidationof existing Forest Preserve lands and the potential reclassification of some Forest


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Preserve lands to wilderness. While the elimination of rail use and rail facilitiesfrom the interior segment would make the Corridor more compatible withsurrounding Forest Preserve lands, the noise from the passage of snowmobilescould affect the sense of remoteness available in nearby wilderness and primitiveareas. Trail uses on the Corridor could lead to problems associated with trespassonto adjacent private lands and use-related impacts on nearby Forest Preservelands and waters. Corridor construction and maintenance activities could affectstreams, wetlands and wildlife.

The operation of tourist excursion rail services on segments 1 and 3 could leadto regional economic growth and increased recreational opportunity. Sometraffic congestion would occur in affected hamlet areas. The range and magnitudeof rail development impacts on the rail segments would be similar to those detailedin the description of the preferred alternative. However in this alternative thenoise and visual impacts of rail use would not affect the remote interior segmentof the Corridor. The environmental impacts associated with this alternativewould not be severe and could largely be mitigated.

Costs and Revenues

(1) Rail Service Options

The following is an estimate of the range of costs and revenues for thedevelopment of the types of rail services which might be initiated withinCorridor segments 1 and 3. The estimate was prepared by NYSDOTwith reference to a 1990 report prepared for ANCA by NorthwestEngineering, Inc. As described below, the rail service developmentschemes for these segments correspond to rail service options II andIII, presented in Appendix 22. A brief description of each option isprovided here for convenience. It is important to note that these optionsreflect a range from minimal initial service to fully developed servicesover the full length of the described rail segments.

OPTION II - REHABILITATE TRACKAGE BETWEEN THENDARAAND BEAVER RIVER (25.3 MILES) AND BETWEEN TUPPERLAKE AND LAKE PLACID (35.5 MILES), A TOTAL LENGTHOF 60.8 MILES. UPGRADE TRACKAGE TO A LEVELSUFFICIENT TO PERMIT SAFE OPERATION OF PASSENGERSERVICES AT 40 MPH AND FREIGHT SERVICES AT 30 MPH(FRA CLASS II). OPERATE TOURIST SERVICES ONLY.


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OPTION III - REHABILITATE TRACKAGE BETWEEN REMSENAND BEAVER RIVER, A LENGTH OF 50 MILES. UPGRADETRACKAGE TO A LEVEL SUFFICIENT TO PERMIT SAFEOPERATION OF PASSENGER SERVICES AT 40 MPH ANDFREIGHT SERVICES AT 30 MPH (FRA CLASS II). OPERATEON-DEMAND FREIGHT AND TOURIST SERVICES.

TABLE IV - Costs and Revenues for Options II and III

Option Capital Costs Operating Revenues

Operating Costs

NetIncome/(Loss)Rehabilita-

tion Equipment

II $7,100,000 to 7,800,000

$ 840,000 $ 868,000 to 1,300-,000

$ 768,000 $ 100,000 to 668,000

III $4,900,000 $1,020,000 $ 524,000to 800,000

$ 781,000 $ (257,000)to 19,000

Fully mature operation was assumed in generating projected cost andrevenue figures. As seen in the "Net Income/Loss" column of the table,projected revenues could cover operating costs, but probably wouldnot be sufficient to repay capital costs. It is possible that the railroadwould require an operating subsidy during the start-up period.

The 1994 report, Economic Analysis of the Remsen-Lake Placid RailroadOperation, prepared for ANCA by FSI, proposed a staged developmentplan for the Corridor. The first two stages presented for analysis, whichgenerally correspond to Option II, were:

(a) Expand the Thendara excursion operation to the station at BigMoose. Upgrade trackage to FRA Class II.

(b) Establish an excursion operation between the Lake Placid andSaranac Lake stations. Upgrade trackage to FRA Class II.

Estimates from the FSI report of track rehabilitation costs and net operatingrevenues for the two excursion stages are given in Table V.


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TABLE V. Track Upgrading Costs and Projected Revenues for Corridor Segments (From Exhibit 1, FSI Report)

Start-UpYear

OptionTrack Upgrading Cost

Net Operating Revenue (In $000s)

1995 1996 1997 1998 1999

1992 A. Thendara-Minnehaha None 74 77 78 79 80

1995 B. Big Moose Expansion $ 945,000 (16) 15 37 59 69

1996 C. Lake Placid-Saranac LakeExcursion and Dinner Train

$1,308,000 -- (82) 42 116 274

Both Short Distance Excursions(B & C)

$2,254,000 (16) (67) 79 175 443

The cost of upgrading the line between Saranac Lake and Lake Placidincludes approximately $417,000 to upgrade the segment between Remsenand Saranac Lake. That would be the minimum cost of elevating thecondition of the track sufficiently to allow the safe passage of locomotivesand rail cars to the north end of the line. However, in keeping with thekey provision of this alternative--that the rails and ties be removed fromthe central segment of the Corridor, such an expense would have to beconsidered a one-time cost of delivering rolling stock. Despite its highcost, such a measure might prove to be the only feasible means oftransporting a large locomotive to the Lake Placid area.

Because different Corridor segments were chosen for analysis, theestimates of the costs of track rehabilitation made by NorthwestEngineering, Inc. and FSI are not directly comparable. However, theNorthwest Engineering estimates are generally much higher than thosegiven by FSI. The difference, as explained in the FSI report, is that theNorthwest Engineering estimate referred to a "full rebuilding" of the restoredsegments, while FSI considered only the costs of the minimum amountof work that would be required to achieve FRA Class II safety standards.

Under the FSI approach, the condition of the track after the initial upgradewould not far exceed the target FRA class standards. As a consequence,an operator would have to show a high level of commitment to maintenancefrom the outset in order to assure that the track would continue to bein compliance with safety standards.


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The basic conclusions of the FSI report largely corroborated those ofthe planning team. FSI shared the view that, while profits would not besufficient to recover the initial costs of track rehabilitation, both theThendara and Lake Placid excursion operations could be profitable.The consultant differed, however, in the endpoints chosen for the twosegments. Citing the lack of sufficient passenger and freight markets andthe relative inefficiency of longer excursion runs, FSI did not recommendextending the Thendara segment beyond Big Moose to Beaver River,nor going from Lake Placid beyond Saranac Lake to Tupper Lake.

Option III was proposed by the planning team as a way to link the areabetween Beaver River and Thendara with the Conrail system in Utica.Such a link would provide an opportunity for passenger and freight servicesto develop along the southern end of the line. However it was the opinionof the team that, while a rail developer would benefit by taking advantageof freight service opportunities once the line had been rehabilitated forpassenger service, the potential demand for freight service was muchless than sufficient to justify an investment in track rehabilitation with thesole purpose of establishing freight service. This conclusion was supportedby the FSI report.

2. Recreational Trail Uses

Segments 1 and 3

On those portions of the rail segments which would be temporarilyunoccupied by rail service, costs would be incurred for the constructionwhich would be done to improve that portion for trail use, including theconstruction of bridges at washouts and the installation of deck plankingand safety rails on existing railroad bridges.

On those portions of the rail segments where trains would be running,trail uses would have to be moved from the rail bed to a parallel trail.The cost of parallel trail construction would depend on the type of workto be done, which most often would include tree cutting and grading.

Detailed cost estimates for given Corridor segments would require closeexamination of the terrain through which the trail would run. NorthwestEngineering, Inc. has provided estimates for parallel trail constructionalong the entire Corridor and has broken down the total into costs forthe three key segments of the Corridor, two of which would apply underthis alternative (See Appendix 23).


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Total Trail Construction Costs For:

Snow Junction to Thendara and Saranac Lake to Lake Placid (39 miles): $ 860,000

(Approx. $22,000/mile)

Thendara to Beaver River andTupper Lake to Saranac Lake (45 miles): $ 920,000

(Approx. $20,000/mile)

Total for segments 1 and 3: $1,780,000

These estimates include the cost of spanning the extensive wetland whichare adjacent to the Corridor in many areas. The monetary cost ofconstructing a trail across extensive wetland areas would be exceedinglyhigh. The added consideration of the environmental cost associated withthe loss of wetland area which would result from such a project has ledto a determination not to promote the placement of fill as a methodof constructing parallel trails. Estimates of the costs of trail constructionin wetlands are given in the description of the preferred alternative (seepp. 28).

Segment 2

On the interior trail segment of the Corridor, the same types of constructionwould be done to improve the Corridor for trail use as for alternative4. b. (see page 131), as well as details given for alternative 4.a., (seepage 127.) Differences are noted below.

a. Bridges at Washouts

There are five washouts within segment 2 which would requirebridges. Arbitrarily assuming that the typical situation would requirea 30-foot bridge, the total cost of bridges on segment 2 wouldbe:

Typical bridge span: 30 feetCost of 30-foot bridge: $5,000-7,000Number of bridges needed: 5Total cost of bridges: $27,000-35,000


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b. Deck Planking and Safety Rails on Existing Railroad Bridges

Only two major railroad bridges lie between the Stillwater Reservoircauseway and the through-truss bridge over the Raquette Riverat Tupper Lake.

Estimated CostMile Post Bridge Description* of ImprovementH 81.9 93-foot two-span through girder $1,500-2,200H 98.5 48-foot through girder 800-1,200

TOTAL: $2,300-3,400

* Through girder bridges do not require safety rails

c. Paving the Rail Bed

If the trail segment were to be devoted to use by touring bicycles,the cost of paving the trail surface would be added.

TrailWidth

Cost Per Mile (Landrio, 1992) Gravel and Grading Asphalt Total

Total Cost forSegment 2 (34 mi.)

8 feet $5,000 $14,000 $19,000 $646,000

Because it is not anticipated that fees would be charged forrecreational trail uses of the Corridor, the State would receive nodirect revenues from the implementation of the trail componentof the Corridor management plan.

d. Staffing

Additional DEC law enforcement staff would be hired, along witha trail crew with responsibilities for the entire Corridor (see page131.)

e. Salvage

Revenue could be realized through the salvage of the rails withinsegment 2. While the State would receive little or no revenue ifthe rails and associated hardware on the interior segment weresold as scrap iron, a net revenue of up to $1 million could berealized if the rails were purchased to be re-laid on another railroad.


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Subtracted from this would be a cost of approximately $107,000to remove the ties (Landrio, personal contact 1992). Nevertheless,it is unlikely that a buyer interested in a substantial amount ofCorridor rail for relay purposes could be found at any given time.

Regional Economic Impacts for Alternative 5

The primary economic impacts of segmented rail and trail development wouldcome from the direct expenditures for the rehabilitation and operation of theline and from spending by the people attracted to the area because of its servicesand recreational opportunities. In general, the economic benefits to the regionaleconomy that would result from this alternative would be less than full-lengthrail development would confer. A brief assessment of the anticipated impactsfollows:

1. Rail Rehabilitation and Parallel Trail Construction

According to the estimates of Northwest Engineering, expenditures forrail rehabilitation on segments 1 and 3 would range from $4.9 millionto $7.8 million over several years and could generate 150 to 240 jobsduring the life of the project. Up to $1.8 million would be spent for paralleltrail construction, generating another 54 jobs. Partly because shortersegments were proposed for rehabilitation, the estimates of expendituresfor rail rehabilitation given in the FSI report were more modest, rangingfrom $945,000 to $2,254,000. FSI predicted that 26 one-time railroadconstruction jobs would be created.

Depending on the level to which segment 2 were improved for trail uses,a substantial additional amount would be spent for trail construction onthe interior segment. The regional economic impact could range froma very small portion of total expenditures if contractors from outside theregion were used, to perhaps half the total expenditures if local contractorswere to participate in the work.

2. Operation of Rail Services and Trail Maintenance

The FSI report projected the creation of 44 jobs directly related to theoperation of excursion services on the Thendara-Big Moose and LakePlacid-Saranac Lake segments by the end of a five-year developmentperiod. Most of the jobs would be seasonal. The consultant did notindicate that any jobs would be created as a result of the establishmentof freight services. The extension of DEC trail maintenance responsibilities


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to the Corridor would require that up to 4 full-time jobs be created witha total of $90,000 in salaries and benefits.


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3. Tourism

The increase in regional tourism which would result from the developmentof excursion services in the Thendara and Lake Placid areas would besubstantial (see discussion under preferred alternative, page 30. In theNorthwest Engineering report, the maximum projected rail ridershipassociated with the development of tourist excursion services at eachend of the line was estimated at about 120,000 annually (see Appendix23.)

The FSI report was more optimistic, projecting a total for both excursionsof almost 177,000 per year by 1999. FSI also gave estimates of thenumber of jobs that would be created in the Corridor region as a resultof the establishment of rail services on selected Corridor segments.According to the report, the development of excursion services in theThendara and Lake Placid areas would ultimately result in the creationof up to 47 jobs in retail, restaurant, and hotel businesses throughout theregion.

Though the increase in regional tourism that would result from thedevelopment of segmented excursion services would be significant, thefull potential of the Corridor would not be realized under this alternative,according to FSI (see discussion of full-length service, (see page 29.)


Because it is widely believed that there is more potential on the Corridor for tourist-related rail enterprises to be profitable than for a traditional passenger and freightbusiness, alternative 5 would concentrate on the development of excursion serviceson the segments of the Corridor where existing tourist attractions and services couldbenefit and be benefitted by tourist rail development. The establishment of rail serviceswould provide a means for large numbers of people to gain access with minimalenvironmental impact to the scenic open space and recreational resources of theAdirondack Forest Preserve. The access and educational opportunities providedby rail development would be especially important to the physically challenged, theelderly and others who would not be able to enter the back country otherwise. Fromthe standpoint of access for the general public, alternative 5 would be preferable toalternative 4. In terms of economic benefits, alternative 5 would be superior to allof the previous alternatives. Benefits to the State in the form of revenue from leaseagreements and sales taxes generated by increased economic activity in Corridorcommunities would also exceed the levels anticipated under the previous alternatives.The State would share liability for Corridor uses with rail developers.


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On the other hand, the development of excursion rail services would lead to increasesin summer and fall tourist populations and associated traffic congestion in affectedhamlets. The partial dismantling of the Corridor would compromise its integrity asa historic resource.

Although it is acknowledged that there would be some demand for rail use of the interiorsegment for more extensive tourist excursions, the abandonment of that segment wouldbe pursued under the assumption that its importance for environmentally compatiblerecreational trail uses and Forest Preserve values would exceed its importance forrail development. It would be possible to retain the tracks long enough to allow rollingstock to be transported to the Lake Placid area from the south. Once the tracks hadbeen removed, the interior segment would be in optimum condition for trail uses.On the rail segments, trail opportunities would exist on parallel trails and, during thewinter, on the rail bed. The elimination of rail activity and the removal of the rails andties would allow the central segment to be managed for more intensive recreationaltrail use than would be possible under the preferred alternative. In this way alternative5 would represent a workable compromise whereby rail development would be allowedon two segments where it would be viable, while trail uses would be encouraged wherethey would enhance existing opportunities on adjacent Forest Preserve lands.

As part of this alternative, it is recommended that the "travel corridor" classificationbe retained on the interior segment in order to assure that the integrity of the Corridorbe maintained for future travel needs and current recreational uses. As mentionedin the discussion of alternative 4, there is strong support for allowing the Corridor tobe used as an essential link in a long-distance snowmobile trail system. The existingclassification would also preserve the potential for creating a long-distance bicycletrail along the Corridor. Nevertheless, another perspective merits consideration. Theremoval of the travel corridor classification from the central segment would clear theway for the elimination of motorized vehicle use and the consolidation of Forest Preservelands in the area of the Corridor where wilderness values are greatest. Therefore,the conversion of the central segment to appropriate Forest Preserve classificationswould be strongly supported by those who favor wilderness consolidation. It is importantto note, however, that motorized vehicle use could be eliminated from parts of theCorridor without removing the travel corridor classification.

Because it could lead to full rail development with concurrent trail uses on 86 milesof the 119-mile Corridor and provide unique recreational trail opportunities on theremote interior segment, alternative 5 would go a long way toward realizing the Corridor'spotential. However, the alternative would not afford an opportunity for the full develop-ment of that potential. Although it is difficult to predict to what extent private enterprisewould succeed in developing the local and long-distance rail service possibilities ofthe Corridor, it is certain that the immediate elimination of future rail use in any segment


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of the Corridor would permanently prevent such development and isolate the segmentsto the north from outside rail connections. Rail experts have given evidence to supportthe belief that rail operations using the entire length of the Corridor would be feasible.It is also important to remember that, while the devotion of the interior segment totrail uses in the manner contemplated by alternative 5 would eliminate rail uses, theoccupancy of a rail segment by trains would not necessarily exclude trail uses, as notedin the discussion of alternative 4.

Finally, if tourist excursions of relatively short duration should prove to be the onlyrail uses destined to succeed on the Corridor, alternative 5 would be effectively realizedat some future time as a result of the natural evolution of Corridor development, eventhough the full-rail alternative had been implemented. But should full rail developmentbe precluded by a decision to make any Corridor segment unavailable for rail usesnow, such a decision would prevent the attainment of the Corridor's potential formaximum economic, recreational and educational benefits.

Conclusion

BOTH THE RAIL AND TRAIL POTENTIAL OF THE CORRIDOR SHOULDBE DEVELOPED; NO ACTION SHOULD BE TAKEN TO ELIMINATE THERAIL POTENTIAL OF ANY SEGMENT OF THE CORRIDOR AT THIS TIME.

****

6. PERMIT RAIL USES OVER THE ENTIRE LENGTH OF THECORRIDOR - ENCOURAGE COMPATIBLERECREATIONAL TRAIL USES

Description of Alternative 6

This is the preferred alternative. (See Section V.B.)

Analysis of Alternative 6

By providing an opportunity for the full development of the Corridor's rail potential,alternative 6 will afford the widest array of benefits to the people of New York Stateand the Corridor region. Of all the alternatives analyzed, this alternative has the greatesteconomic impact on the communities of the western Adirondacks, both in terms ofjobs created and income generated. Besides the potential increase in economic benefitsto local tourist operations, making the full length of the Corridor available for moreextensive excursion, passenger, and freight services will give rail operators more flexibility


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to develop those services, both within the Corridor and in connection with other railsystems. Consequently, in comparison with alternative 5, larger numbers of peoplecould gain access, with limited environmental impact, to more of the scenic open spaceand recreational resources of the Adirondack Forest Preserve. For the physicallychallenged, the elderly and others who have no other means to observe and explorethe Corridor area, alternative 6 will maximize their access and educational opportunities.Therefore, although the Corridor will be less available for use as a recreational trailthan it would be under alternatives 4 and 5, its value as an avenue for recreationalexcursions into the Adirondack landscape will be maximized.

Alternative 6 has a number of other advantages. The State will receive more revenuethan the other alternatives would produce, both directly in the fees collected from railoperators and indirectly through taxes collected as a result of the increased economicactivity enjoyed by tourist-related businesses. Because the entire Corridor will bemaintained and operated as a railroad, its value as a historic structure will be mostfully protected by this alternative. Corridor liability will be shared with rail developers,as in alternative 5. Because parallel trails will not be constructed across wetlands,and the rail bed will be monitored to assure that washouts are prevented, the potentialimpacts associated with construction and maintenance activities that will result fromthe implementation of this alternative will be less severe than those caused by the otheralternatives.

On the other hand, alternative 6 will require more substantial funding than the otheralternatives. Because trains will occasionally pass through the central segment of theCorridor, there will be noise and visual impacts on nearby private and Forest Preservelands that would not occur under the other alternatives. However, regarded in thecontext of the Corridor's long operation as a railroad, such impacts would not beunacceptable. Compared to alternative 5, the increases in summer and fall touristpopulations and traffic congestion in Corridor communities that would be caused bythe establishment of full rail services could be slightly greater.

While full rail restoration will prevent the consolidation of surrounding Forest Preservelands under a single classification and the potential reclassification of some existingPreserve lands to wilderness, it will be possible to manage the existing patchworkof private and Forest Preserve lands on either side of the Corridor for a combinationof wilderness, wildlife, forest products and other open space values.

Among the alternatives presented, alternative 6 has received the strongest supportfrom the public and a wide range of interest groups. Even ardent trail advocates haveexpressed interest in seeing viable rail services restored to the Corridor. Supportfor the return of the railroad has been qualified by the concern that rail developmentmay no longer be feasible on the Corridor. The question of feasibility has been a subject


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of controversy throughout the planning process. One strong indication of the potentialfor the successful development of tourist rail operations is the Adirondack Scenic Rail-road. The unexpected success of this venture has already attracted the attention ofa number of prospective investors interested in continuing and expanding the operation.It is recognized, however, that this four-mile operation, conducted by a nonprofitorganization staffed mostly by volunteers, might not be a fair test of operating feasibility.

IN THE FINAL ANALYSIS, THE MOST IMPORTANT DECISION REGARDINGTHE RAIL POTENTIAL OF THE CORRIDOR MAY RELATE TO THE ISSUEOF SEGMENTATION. BECAUSE OF THE DIFFICULTY OF PREDICTINGTHE EXTENT TO WHICH DIFFERENT TYPES OF RAIL OPERATIONS MIGHTEVOLVE, IT WOULD APPEAR INADVISABLE AT THIS TIME TO MAKEA PERMANENT MANAGEMENT DECISION TO ELIMINATE RAILPOTENTIAL FROM ANY CORRIDOR SEGMENT. BESIDES ELIMINATINGENTIRELY CERTAIN TYPES OF RAIL OPERATIONS, SUCH A DECISIONCOULD COMPROMISE THE POTENTIAL FOR THE FULL DEVELOPMENTOF RAIL SERVICES ON THOSE SEGMENTS REMAINING OPEN TO THEM.INSTEAD, THE OPPORTUNITY FOR A PRACTICAL TEST OF THECORRIDOR'S TRUE POTENTIAL WILL BE PROVIDED BY ALLOWING RAILOPERATIONS TO DEVELOP OVER THE FULL LENGTH OF THE CORRIDOR,AND BY ACTIVELY PROMOTING THE ATTAINMENT OF FULL RAIL ANDTRAIL DEVELOPMENT GOALS.

Conclusion

BECAUSE THE FULL REALIZATION OF THE CORRIDOR'SRECREATIONAL, EDUCATIONAL AND ECONOMIC DEVELOPMENTPOTENTIAL IS IN THE BEST INTEREST OF THE PEOPLE OF THE STATEAND THE CORRIDOR REGION, RAIL USES SHOULD BE PERMITTEDTO EXPAND OVER THE FULL LENGTH OF THE CORRIDOR WHILEALL COMPATIBLE RECREATIONAL TRAIL USES AREACCOMMODATED AND ENCOURAGED.

THIS IS THE PREFERRED ALTERNATIVE.


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- Page 167 -

LAKE PLACID STATION...circa 1992...The End


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XVI. GLOSSARY OF TERMS

ADCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Centennial RailroadADCX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Scenic RailroadANCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack North Country AssociationAPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Park AgencyAPSLMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Park State Land Master Plan (provides legal guidance

to DEC in managing Forest Preserve lands)ARPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Railway Preservation SocietyBMP . . . . . . . . . . . . . . . . . . . . . . . . . . . Bicycle Master Plan for the Adirondack North Country Region of New York StateARC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Railroad CorporationARHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adirondack Railway Historical SocietyC of C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chamber of CommerceCAA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central Adirondack AssociationCAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Citizens Advisory CommitteeCNRHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central New York Railway Historical SocietyEIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Environmental Impact StatementFP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forest Preserve State owned (public) lands within the Adirondack ParkMA&N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mohawk, Adirondack & Northern RailroadNRHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . National Railway Historical SocietyNYC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York Central RailroadNYSCG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York Snowmobile Coordinating GroupNYSDEC or DEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York State Dept. of Environmental ConservationNYSDED or DED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York State Dept. of Economic DevelopmentNYSDOT or DOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York State Dept. of TransportationNYSOPRHP or OPRHP . . . . . . . . . . . . . . . . . . . . . . New York State Office of Parks, Recreation and Historic PreservationORDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Olympic Regional Development AuthorityPCRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Penn Central RailroadPLANNING TEAM . . . . . . . . . . . . . The committee of NYSDOT, NYSDEC and APA (representatives working as a team

to develop the Corridor Management Plan.)R.O.W . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Right-of-wayRLPCMP/EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remsen-Lake Placid Corridor Management Plan/

Environmental Impact StatementRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RailroadSEQR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . State Environmental Quality Review Act


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XVII. BIBLIOGRAPHY AND REFERENCES

Adirondack North Country Association, Village of Saranac Lake 1994 -New York State ISTEATransportation Enhancement Program, Union Depot Transportation/Recreation Center - AdirondackNorth Country Association, Lake Placid, N.Y.

Adirondack Park Agency 1985 - Adirondack Park State Land Master Plan - Adirondack ParkAgency, Ray Brook, N.Y.

Allen, Richard S.; Gove, William; Maloney, Keith F. and Palmer, Richard F. 1978 - Rails in theNorth Woods - North Country Books, Utica, N.Y.

Dawson, Chad P. 1991 - New York State Snowmobiling Assessment -NY Snowmobile CoordinatingGroup, Inc.

Gotie, Robert F. and Ayers, Martin 1975 - Adirondack Branch P.C.R.R. Remsen to Lake Placid - Beaver Control Assistance DEC Region 6 in Cooperation with DOT - NYSDEC

Harter, Henry A. 1979 - Fairy Tale Railroad - North Country Books, Utica, N.Y.

Holmes, Timothy P. 1994 - Bicycle Master Plan for the Adirondack North Country Region ofNew York State. - Adirondack North Country Association, Lake Placid,. N.Y.

Kudish, Michael 1991 - Paul Smiths Flora II - Paul Smith's College, Paul Smiths N.Y.

Kudish, Michael 1985 - Where Did the Tracks Go: Following Railroad Grades in the Adirondacks -The Chauncy Press, Turtle Pond Road, Saranac Lake, N.Y.

NYSDEC 1993 - Draft Black River Wild Forest Unit Management Plan

Northwest Engineering Inc. - Revised July 3, 1990 - Adirondack North Country Association RailroadFeasibility Study and Business Plan for the Utica to Lake Placid Rail Line, Phases One and TwoReport - Northwest Engineering Inc., R.D. #1, P.O. Box Q, Tidioute, Pennsylvania.

Marleau, William R. 1986 - Big Moose Station - Marleau Family Publishing Company, Big MooseStation, Eagle Bay, N.Y.


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Palmer, Richard and Roehl, Harvey 1990 - Railroads in Early Postcards, Volume One -The VestalPress, Ltd., Vestal, N.Y.

State of New York - Snowmobile Trail Plan - 1989

Will, Gary B. - Special Report: Managing Beaver Activity on the Adirondack Railroad -Remsento Lake Placid - NYSDEC 1982

Documents

Remsen-Lake Placid Travel Corridor Unit Management Plan · 2013-06-07 · REMSEN-LAKE PLACID TRAVEL CORRIDOR FINAL MANAGEMENT PLAN / ENVIRONMENTAL IMPACT STATEMENT MARCH, 1996 PRINCIPAL